PLAN  OF 


ONICIPAL   PLANS 
COMMISSION 


REPORT  OF 
VIRGE.  G.  BOGUS 

ENGINEER 


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PLAN    OF 

SEATTLE 


Report  of  the 

Municipal  Plans  Commission 

submitting  Report  of 

Virgil  G.  Bogue 

Engineer 

igii 


PUBLISHERS: 
LOWMAN  &  HaNFORD  CO. 

SEATTLE 


ft  BLAKE,  iriORAVCHa, 


Seattle 


''H. 


ow  beautiful  thou  art! 
Stretching  thine  arms  to  greet  the   Orient; 
Gazing  with  eyes  of  mystery,  to  pierce 
The  far  sea-spaces;  dreaming,  mother-like; 
The  boundaries  of  thy  power  still  unset, 
The  wonder  of  thy  destiny,   unknown." 

—Alice  R.  Coe. 


S4A3 


Table   of   Contents 


PAGE 

REPORT  OF  COMMISSION 9 

INTRODUCTORY         16 

ARTERIAL  HIGHWAYS,  Introductory  Remarks           ....  21 

Central  Avenue:  Magnolia  Way;  Highways  No.  38  and  No.  22; 
Highway  No.  24;  Highways  Nos.  12  and  33  (combined);  Spo- 
kane Street  Route;  Highway  No.  41;  Highways  Nos.  39  and  40 
(combined);  Marginal  Ways;  Highway  No.  6;  Highway  No.  48; 
Highway  No.  19;  Highways  Nos.  22  and  53  (combined);  High- 
way No.  38 ;  Bothell-Kirkland-Renton  Route ;  Mercer  Island ;  Tunnels 

for  street  traffic 24-33 

CIVIC   CENTER 34 

PARK  IMPROVEMENTS 41 

Parks             41 

Parkways 42 

Boulevards            43 

Playgrounds         .        .        .        . 44 

Suburban  Boulevards 46 

Park  Comparisons  and  Summary 47 

MUNICIPAL   DECORATIONS 49 

HARBOR   IMPROVEMENTS     54 

PORT   OF   SEATTLE 61 

West  Seattle  District 61 

Harbor  Island  District 63 

DuwAMiSH  Waterway 68 

Central  Waterfront  District 69 

Smiths  Cove — West  Point  District 74 

Ballard  District 76 


2569r'>0 


4  CONTENTS 

VMiE 

Lake  Union  District "S 

Lake  Washington 83 

Lake  Washington — West  Side  District 84 

Lake  Washington — Rexton  District 88 

Lake  Washington— East  Side  District 02 

Shore  Frontage — Seattle  Harbor 95 

Dry  Dock 96 

Sea  Walls 90 

Drawbridges 192 

Future  Development  of  the  Central  Waterfront                 -  197 

TRANSPORTATION 112 

Separation  of  Grades  on  the  Tide  Flats 120 

Steam  Railways 125 

Rapid  Transit  System 131 

Yarrow  Bay  Tunnel 132 

Interurban  Service 133 

Street  Railways 133 

Ferries 136 

CLOSING  WORD 138 

APPENDIX  NO.  I— Arterial  Highways 139 

APPENDIX  NO.    II— Parics  and  Playgrounds 177 

APPENDIX   NO.   Ill— Proposed  Rapid  Transit  System          -        -        -  180 


List  of  Maps  and  Illustrations 


Portion  of  Seattle  Wnterfront,  1870. 

Portion  of  Seatile  Waierfrout,  1910. 

Monument  to  Victor  Emanuel,  Rome. 

Approach  to  Public  Gardens  at  Railway  Station  at  Bologna,  Italy. 

Central  Avenue,  Rio  de  Janeiro. 

Restored  Front  of  Palace,  Mitla  Ruins,  Mexico. 

Ruins  of  Greeli  Temple,  Paestum. 

Ruins  of  Egyptian  Temple,  Edfu 

Civic  Center  Project,  Cleveland,  Ohio. 

Seattle,  1878. 

Plan  of  Civic  Center  Project. 

View  of  Civic  Center  from  neighboring  hill,  looking  west. 

lUisiness  and  Aj)artment  House  Areas. 

North  Station,  Paris. 

Railway  Station  Plaza,  Balse,  Switzerland. 

Central  Station,  Antwerp. 

View  into  Civic  Center  from  Olympic  Mall. 

Central  Avenue  looking  North  into  Central  Station. 

Civic  Center  Group,  looking  South  on  Central  Avenue. 

Schmitz  Park  Scene,  Seattle. 

Volunteer  Park  Scene,  Seattle. 

Fairmont  Park  Entrance  to  City  Hall,  Philadelphia. 

Street  Intersections  and  Concourses. 

Waterloo  Palace,  London. 

Rue  Leys,  Antwerp. 

Board  of  Trade  Building,  Marseilles. 

Avenue  de  I'Opera,  Paris. 

Rue  Soutt'lot  and  Pantheon,  Paris. 

An  Idea  for  Civic  Monument  on  Duwamish  Head. 

Dock  at  Hamburg. 

Montreal,  Canada. 

Montreal,  Canada. 

Bush  Terminal,  New  York. 

Chelsea  Dock,  New  York. 

Dock  and  Waterfront,  Buenos  Aires. 

Waterfront,  Hull,  England. 

Dock  at  Hamburg. 

Waterfront,  Sauna's  Cruz,  Jlexico. 

Suggestion  for  Terminal  Treatment,  Harbor  Island. 

East  Wate.way  Ferry. 

Watergate,  Bordeaux,  France. 

Thames  Embankment,  London. 

West  Massachusetts  Street  Public  Slip. 

Spring  Street  Public  Dock. 

West  Jlercer  Street  Public  Dock  and  Harbor. 

Recreation  Piers,  Philadelphia. 

Recreation  Pier,  Hull,  England. 


6  MAPS    AND    ILLUSTRATIONS 

W;it(M-fr()nt,  Aiitwer]). 

.Miiilisoii  I'lirk,  Siif;y;cste<l  Waterfront  Improvements. 

Pontine  Waterfront  District. 

Day  Street,  Ferry  and  Boat  Landings. 

Bothell  Waterfront  District. 

Design  of  Sea  Wall,  Central  Waterfront. 

Design  of  Sea  Walls,  East  and  \\est  \Vaterways. 

Watergate,  Seattle. 

Railroad  and  Whatcom  Avenues,  Location  for  Railway  Tracks. 

Virginia  Street  Incline  I'lane. 

Madison  Street  Subway,  Evanston,  Ills. 

Davis  Street  Subway,  Evanston,  Ills. 

Rinn  Street  Subway,  Evanston,  Ills. 

Steel  Subway,  Kinnickiunic  Avenue,  Milwaukee. 

Railway  Approaches  to  Central  Station. 

The  following  Maps  will  be  found  in  the  back  of  book : 

General  Map  of  Seattle,  showing  Existing  and  Proposed  Improvements. 

Map  of  Seattle,  showing  Existing  and  Proposed  Highways  and  Propo.sed  Waterfront  De- 
velopment. 

Map  of  Seattle,  showing  Existing  and  Proposed  Parks  and  Park  Boulevards  and  Pro- 
posed Rapid  Transit  Routes. 

Map  of  Seattle,  showing  Existing  and  Proposed  Steam  Railways  and  Waterfront  Devel- 
opment. 

West  Seattle  Waterfront  District. 

Harbor  Island  Waterfront  District. 

Duwaniish  Valley   (North  Part). 

Duwamish  N'alley   (South  Part). 

Central  Waterfront  District. 

Smith  Cove- West  Point  Waterfront  District. 

Ballard  Waterfront  District. 

Lake  Union  \\'aterfrout  District. 

Union  Bay  Waterfront  District. 

Juanita-Bellevue  Waterfront  District. 

Bellevne-Renton  Waterfront  District. 

Renton-Rainier  Beach  Waterfront  District. 

Separation  of  Grades,  Seattle  Tide  Lands. 

Topographic  Map,  Seattle  and  Vicinity. 


Seattle,  Washington, 
August  24,  1911. 
Municipal  Plans  Commission, 

Seattle,  Washington. 

Oentlemen: — In  submitting  the  accompanying  plan  and  re- 
port, I  wish  to  mention  with  pleasure  and  appreciation  the  names 
of  those  who  have  materially  assisted  in  the  work. 

Mr.  D.  W.  McMorris,  as  general  assistant,  has  performed 
invaluable  service  for  which  his  experience  and  judgment  have 
especially  fitted  him. 

Mr.  Paul  P.  Whitham  has  shown  capabilities  of  a  high  order, 
especially  in  waterfront  matters. 

Mr.  W.  L.  Hoffeditz,  as  the  head  of  the  drafting  oflBce,  has 
been  untiring  in  the  effort  to  maintain  a  high  standard  of  ex- 
cellence. 

W.  G.  Sayles,  Locating  Engineer, 
James  Coyle,  Locating  Engineer, 
J.  D.  Mason,  Assistant  on  Railicays, 
Henry  Baetz,  Structural  Engineer, 
W.  H.  Tiedeman,  Assistant  Engineer, 
also 
J.  D.  Patton,  Draughtsman,        G.  F.  Nicholson,  Draughtsman, 
F.  KoEPF,  Draughtsman,  F.  Deiily,  Draughtsman, 

T.  W.  Macartney, DraMgrfttsman,  H.  C.  Williams,  Draughtsman. 
M.  D.  Wilkinson,  Draughtsman,  W.  W.  Chalk,  Draughtsman, 

R.  Ellis,  Draughtsman, 

have  displayed  such  willingness  and  ability,  each  in  his  own 
sphere,  as  to  command  hearty  recognition  of  their  valuable 
service. 

Mr.  David  J.  Myers,  architect,  who  made  the  drawings  of 
the  proposed  Civic  Center,  has  not  only  furnished  this  proof  of 
marked  ability,  but  also  made  many  suggestions  of  recognized 
value. 

Of  the  city  engineer  and  his  capable  force,  I  desire  to  par- 
ticularly speak:  Their  willing  and  timely  support  has  facilitated 
my  every  effort.  Without  it  the  work  undertaken  by  me  would 
have  been  far  more  difficult. 

And,  lastly,  I  wish  to  acknowledge  my  appreciation  of  the 
confidence  and  kindness  of  the  members  of  the  Municipal  Plans 
Commission,  who  have  entrusted  to  my  hands  the  guidance  of 
their  lofty  ambitions  for  the  future  of  their  home  city. 

Very  respectfully. 


r^-^-t- — ^-.-^ — "^ 


Report  of 
Municipal  Plans  Commission 


Seattle,    Washington,    September   7,    1911. 

TO    THE    HONORABLE    MAYOR    AND   CITY   COUNCIL   OP   THE    CITY 
OF  SEATTLE: 

Gentlemen  : 

In  presenting  its  Report,  the  Municipal  Plans  Commission  deems  of  in- 
terest a  brief  revieAv  of  tiie  events  leading  thereto.  ^Yhile  the  desirability  of 
a  City  Plan  was  urged  by  certain  individuals  in  public  addresses  prior  to 
100!),  it  was  in  the  early  part  of  that  year  that  the  AYashington  State  Chapter 
of  the  American  Institute  of  Architects  effected  a  meeting  of  representatives 
of  the  various  improvement  clubs  and  commercial  organizations  in  Johnston's 
Hall  to  consider  active  measures  looking  to  that  end.  The  JIunicipal  Plans 
League  was  organized  at  that  meeting  and  while  active  worlv  was  more  or  less 
inteiTujited  by  the  many  functions  of  the  Alaska-Yukon-Pacific  Exposition 
which  was  in  ])n)gress  that  summer,  it  was  followed  in  the  Fall  by  the  jirep- 
aration  of  an  amendment  to  the  City  Charter  drawn  bj'  committees  from  the 
Cliambcr  of  Commerce,  Commercial  Club,  Washington  State  Chapter,  A.  I.  A., 
and  the  Municipal  Plans  League  acting  in  conference,  which  was  offered  to  the 
voters  at  the  regular  election  of  JIarch  8,  11)10,  and  became  a  law  by  the 
largest  nuijority  ever  cast  for  an  amendment  to  the  charter  of  the  City  of  Se- 
attle.    The  amendment  then  adopted  is  as  follows: 


CITY     CHARTER     OF     THE     CITY     OF     SEATTLE. 

(Amended) 

Article  XXV. 

"Section  1.  Tliat  there  be  and  hereby  is  created  a  commission  to  be 
known  as  a  jMunicii)al  Plans  Commission,  which  shall  consist  of  twenty-one 
members.  It  shall  be  tlie  duty  of  said  commission  to  procure  plans  for  the  ar- 
rangement of  the  city  with  a  view  to  such  expansion  as  may  meet  probable  fu- 
tui'e  demands.  The.se  plans  shall  take  into  consideratiim  the  extension  of  the 
City  and  City  works  into  adjacent  territory;  improvement  and  changes  in  pub- 
lic utilities  and  lines  of  transjMjrtation  by  surface,  underground  and  water;  the 
location,  widths  and  gi'ades  of  arterial  higlnvays  nece.s.sary  for  tiie  best  treat- 
ment of  tlie  City;  the  development  of  the  water  front  with  its  sea  wail  and 
wliarves;  tlie  location  of  public  buildings  and  muni(i|ial  decorations;  and  such 
further  extensions  of  and  additions  to  the  ]iark  and  lioulevard  systems  of  the 
City  as  it  nuiy,  in  conjunction  with  the  Park  P.oard,  find  advisable. 


10  PLAN     OF     SEATTLE 

"Section  2.  The  mciubers  of  surh  commissioii  shall  be  citizens  of  the  City 
of  Seattle  and  shall  be  chosen  in  the  following  inuuner,  to-wit:  Three  shall  be 
elected  from  the  City  Council  by  its  members;  one  shall  be  elected  from  the 
Board  of  Public  Works  by  its  members;  in  the  same  way  one  mend)er  shall  be 
elected  from  the  King  County  Commissioners;  one  from  the  Seattle  Hoard  of 
Education  and  one  from  the  Seattle  Park  Commission.  The  other  members 
shall  he  a|ii)oiiited  by  the  Mayor  in  the  following  manner,  to-wit:  Each  or- 
ganization luToinafter  named  shall  nominate  two  of  its  members  and  the  !Mayor 
shall  appoint  one  of  the  two  so  nominated.  The  interests  representing  the  wa- 
ter front  owners,  steam  railway  companies,  street  railway  companies  and  ma- 
rine transjjortation  comi)anies  shall  organize,  respectively,  by  ma.ss  meetings,  at 
which  a  chairnum  and  secretary  shall  be  elected,  and  such  officials  shall  certify 
to  the  Jlayor  the  two  names  elected  at  such  meetings.  The  call  for  such  meet- 
ings shall  be  given  publicity  in  the  press  of  the  city : 

"The  Pacific  Northwest  Society  of  Civil  Engineers. 

"The  Washington  State  Chapter  of  American  Institute  of  Architects. 

"The  Seattle  Chamber  of  Commerce. 

"The  Seattle  Commercial  Club. 

"Tiie  ^lanufacturers'  Association. 

"The  Central  Labor  Council. 

"The  Seattle  Clearing  House  Association. 

"The  Seattle  Bar  Association. 

"The  Seattle  Real  Estate  A.ssociation. 

"The  Carpenters'  Union. 

"The  Waterfront  Owners. 

"The  Steam  Railway  Companies. 

"The  Marine  Transportation  Companies. 

"The  Street  Railway  Companies. 

"In  case  of  failure  of  any  of  said  organizations  or  interests  to  nominate, 
then  these  members  are  to  be  appointed  by  the  Mayor,  and  each  shall  be  chosen 
for  his  known  qualifications  with  respect  to  the  interests  which  shall  have  failed 
to  certify  its  nominations. 

"Section  3.  Any  member  of  such  commission  may  hold  any  other  office, 
whether  federal,  state,  county  or  municipal,  or  may  be  an  employe  of  the  city  or 
of  any  other  department,  commission,  board,  bureau,  institution  or  office  of  the 
city  government,  and  by  becoming  a  member  of  such  commission,  no  person 
shall  forfeit  any  other  public  office  or  employment  which  he  may  hold  at  the 
time  he  becomes  a  member. 

"Section  4.  liefore  entering  upon  the  duties  of  their  office,  all  members 
shall  qualify  by  taking  the  oath  of  office  prescribed  for  city  officials  in  the  City 
Charter,  and  shall  organize  by  electing  a  president  and  secretary. 

"Section  5.  After  the  organization  of  such  commission,  any  member  ex- 
cept a  state,  county  or  city  official,  who  shall  be  absent  from  the  meetings  of 
said  commission  for  a  period  of  more  than  thirty  days,  without  being  excused 
therefrom,  shall  ipso  facto  forfeit  his  office;  and  any  vacancies  cau.sed  either  by 
resignation,  death  or  by  reason  of  uncxcused  ab.sence,  shall  be  filled  by  ap- 
pointment in  the  manner  provided  for  in  Section  Two  (2)  of  this  Resolution; 
such  new  commissioner  to  be  chosen  to  represent  the  same  body  as  that  rep- 


REPORT    OF     COMMISSION  11 

resented  by  the  one  causing  the  vacancy.  The  failure  of  a  city  official  to  re- 
tain his  office  in  the  city  government  shall  be  considered  a  vacancy  on  said  com- 
mission and  his  successor  shall  be  selected  as  hereinafter  provided. 

"Section   6.     All   members  shall   serve  without  compensation. 

"Section  7.  There  shall  be  furnished  to  said  commission  suitable  quar- 
ters for  the  carrying  on  of  its  investigations,  together  with  such  engineering 
and  clerical  assistance  as  may  be  necessary,  and  the  commission  shall,  as  soon 
as  practicable  after  its  organization,  employ  one  or  more,  but  in  no  case  to  ex- 
ceed three,  men  of  national  reputation,  recognized  as  authorities  in  city  plan- 
ning to  prepare  a  comprehensive  plan  under  its  direction  and  subject  to  its  ap- 
proval and  adoption,  embracing  in  its  scope  the  entire  area  of  the  city,  and  such 
contiguous  territory,  as  is  comprehended  in  Section  One  (1)  of  this  Resolution. 
The  final  plans  shall  be  submitted  to  the  Commission  for  approval,  and  shall  be 
regarded  as  approved,  unless  rejected  by  a  two-thirds  vote  of  said  commission- 
ers within  thirty  (30 1  days  after  the  same  shall  have  been  filed  with  the  com- 
mission. The  Municipal  Plans  Commission  shall  hold  regular  meetings;  at 
least  one  such  meeting  every  two  weeks.  Upon  the  conclusion  of  the  sittings  of 
said  commission  it  shall  submit  its  findings  in  full  to  the  Mayor  and  the  City 
Council  of  Seattle  in  printed  form,  together  with  plans.  Said  report  shall  be 
presented  to  the  Mayor  and  City  Council  not  later  than  September  30,  1911, 
and  they  shall  cause  the  recommendations  of  the  commission  to  be  submitted  to 
the  people  at  the  next  general  or  special  election. 

"Section  8.  That  if  a  majority  of  the  voters  voting  thereon  shall  favor 
the  adoption  of  said  City  Plan  so  reported,  it  shall  be  adopted  and  shall  be  the 
plan  to  be  followed  by  all  City  officials  in  the  growth,  evolution  and  develop- 
ment of  said  City  of  Seattle,  until  modified,  or  amended  at  some  subsequent 
election. 

"Section  9.  There  is  hereby  created  a  fund  to  be  known  as  'Municipal 
Plans  Commission  Fund,'  which  shall  consist  of  a  tax  levy  to  be  made  during 
the  year  1910  as  other  taxes  are  levied,  of  one-fourth  (i/4)  of  a  mill  on  the  dollar, 
but  no  other  or  further  levy  or  payment  into  said  fund  shall  ever  be  made.  The 
Municipal  Plans  Commission  shall  have  exclusive  power  to  pay  out  moneys 
from  such  fund  for  any  and  all  purposes  specified  in  Section  One  (1)  hereof, 
and  shall,  on  or  before  the  10th  day  of  August  of  the  year  1910,  prepare  and 
.submit  to  the  City  Council  for  approval  and  adoption,  an  estimate  of  the 
amount  of  money  which  may  be  required  for  its  purpose,  in  conformity  with 
Chapter  138  of  the  Laws  of  State  of  Washington,  Session  1909. 

"Section  10.  All  expenditures  on  account  of  work  done  shall  be  made 
upon  vouchers  approved  by  a  majority  vote  of  the  Municipal  Plans  Commis- 
sion and  signed  by  its  president  and  secretary.  Each  voucher  shall,  when  ac- 
companied by  a  detailed  statement  of  such  expenditures,  be  certified  to  the  City 
Comptroller,  and  shall  be  paid  by  the  Treasurer  out  of  any  money  in  the  ilunic- 
ipal  Plans  Commission  Fund  not  otherwise  appropriated.  Said  commission 
may  anticipate  the  revenues  to  be  paid  into  .said  fund  under  the  tax  le\-y  herein 
provided  for,  by  the  issuance  of  its  warrants  against  said  fund,  to  provide 
money  for  the  necessary  expenses  of  said  commission  prior  to  the  availability  of 
the  funds  to  be  raised  by  such  levy.  No  expense  against  such  fund  shall  be  in- 
curred after  September  30,  1911,  nor  in  excess  of  the  levy  provided,  and  any 


12  PLAN    OF    SEATTLE 

surplus  romainiup:  in  said  fund  after  said  date,  now  lawfully  ai)i>roi)riat<*d  or  ob- 
ligated  for  .shall   be  by  onlinauee  transferred  into  tlie  (ieneral  Fund." 
(See  Mayor's  Proclanuition  dated  March  11,  1910.) 

Although  certain  legal  objections  to  the  amendment  were  rai.^^ed,  these 
technicalities  were  adjusted  within  the  following  three  or  four  months  and  in 
accordauce  with  the  provisions  of  the  act  the  following  men  were  named  to 
serve  on  the  Municipal  Plans  Commission: 

Max  Wari)ai-l,  representing  The  City  Council. 

A.  F.  Haas,  representing  The  City  Council. 

Wm.  II.  :Mrui'HY  (Resigned  :^Iar.  8,  1911),  representing  The  City  Council. 

A.  J.  GoDDARD,  representing  The  City  Council. 

F.  P.  Jlri.i.EN  (IJesigned  Mar.  8,  1911 ),  representing  The  City  Council. 

R.  H.   Tilo.MSON,  representing  The  Board  of  Public  Works. 

A.   L.   Rutherford,  representing  The  County  Commissioners. 

M.  J.  Carrigan  (Resigned  Jan.  12,  1911),  representing  The  County  Commis- 
sioners. 

Edmund   Bowden,   representing  The  Board  of  Education. 

J.  T.  IlEfrEUNAN,  representing  The  Seattle  Park  Commission. 

R.  H.  OuER,  representing  The  Pacific  Northwest  Society  of  Civil  Engineers. 

W.  R.  B.  WiLLCOX,  representing  The  Washington  State  Chapter  of  Amer- 
ican Institute  of  Architects. 

C.  J.  Smitu,  re])resenting  The  Chamber  of  Commerce. 

J.  D.  JoxES,  representing  The  Seattle  Commercial  Clul). 

IIenry  Drum,  representing  The  Manufacturers"  Association. 

\A'.  J.  Onstott,  representing  The  Central  Labor  Couucil. 

J.  W.  Maxwell,  representing  The  Seattle  Clearing  House  Association. 

F.   E.   Brightmax,  representing  The  Seattle  Bar  A.ssociation. 

George  B.  Littlefield.  representing  The  Seattle  Real  Estate  Association. 

N.  R.  Hogg,  re])resenting  The  Carpenters'  Union. 

Kenneth  Mackintosh,  representing  The  Waterfront  Owners. 

James  Anderson,  representing  The  Steam  Railway  Companies. 

J.  C.  Ford,  representing  The  Marine  Transportation  Comi)auies. 

Norwood  W.  Brockett,  representing  The  Street  Railway  Companies. 

The  Commission  convened  for  its  first  session  in  the  City  Council  Chamber  at 
8:00  P.  M.,  June  3,  1910,  and  proceeded  with  its  organization,  which  was  completed 
at  the  next  meeting,  as  follows: 
President,  Kenneth  Mackintosh  Secretary,  Norwood  W.  Brockett 

LIST     OF     COMMITTEES 

Extension  of  City  and  City  Works  into  Ad.tacent  Territory:  R.  H. 
Ober,  Henry  Drum,  W.  L.  Onstott,  A.  J.  Goddard,  ^lax  Wardall. 

Improvement  and  Changes  in  Public  Utilities  and  Lines  of  Trans- 
portation: C.  J.  Smith,  J.  D.  Jone-s,  N.  W.  Brockett,  Edmund  Bowden,  James 
Anderson. 

Location,  Width  and  Grades  of  Arterial  Highways:  R.  H.  Thomson, 
J.  C.  Ford,  A.  F.  Haas,  J.  W.  :Maxwell,  Henry  Drum. 

Development  of  Waterfront:  A.  J.  Goddard,  F.  E.  Brightman,  J.  C. 
Ford,  J.  T.  Ileffernan,  Kenneth  Mackintosh. 


EEPORT    OF    COMMISSION  13 

Location  of  Public  Buildings:  A.  L.  Rutherford,  C.  J.  Smith,  N.  R. 
Hogg,  A.  F.  Haas,  W.  R.  B.  Willcox. 

Parks  and  Boulevards  :  Edmund  Bowden,  J.  T.  Heffernan,  George  B.  Little- 
field,  W.  L.  Onstott,  R.  H.  Thomson. 

Finance  and  Auditing  :  M.  J.  Carrigan,  A.  L.  Rutherford,  Max  Wardall, 
N.  R.  Hogg. 

Executive  Committee:  Chairman  ex-Officio,  Kenneth  Mackinto.sh,  R.  H. 
Ober,  C.  J.  Smith,  R.  H.  Thomson,  Wm.  H.  Murphy,  A.  J.  Goddard,  A.  L. 
Rutherford,  Edmund  Bowden. 

Regular  sessions  have  been  held  every  second  Thursday  since  the  date  of 
the  first  meeting  and  in  addition  thereto  a  number  of  special  sessions  have  been 
held.  At  many  of  the  meetings,  citizens  and  improvement  clubs  interested 
more  especially  in  some  one  phase  of  the  work,  have  appeared  before  the  Com- 
mission to  offer  suggestions  and  to  discuss  matters  under  consideration.  The 
Chamber  of  Commerce  and  the  Commercial  Club  have  kindly  opened  their  quar- 
ters for  the  larger  gatherings,  while  the  Municipal  League  has  been  active  in 
familiarizing  the  public  with  the  character  and  scope  of  the  project. 

Pursuant  to  the  Charter  Amendment,  the  Commission  at  an  early  date  se- 
cured the  services  of  ilr.  Virgil  G.  Bogue. 

Mr.  Bogue,  a  man  of  learning  and  of  international  reputation  as  an  en- 
gineer, graduate  of  the  Rensselaer  Polytechnic  Institute,  began  professional 
work  on  the  engineering  staff  of  Prospect  Park,  Brooklyn,  under  Frederick  Law 
Olmsted,  Sr. 

Shortly  thereafter,  the  range  of  his  activities  rapidly  expanding,  he  lo- 
cated and  built  the  mountain  sections  of  the  world  famous  Trans-Andean  Rail- 
way in  Peru;  built  the  most  intricate  and  difficult  portions  of  the  Northern  Pa- 
cific Railway,  discovered  and  named  Stampede  Pass  in  the  Cascade  Mountains; 
acted  as  consulting  engineer  in  connection  with  railways  and  other  public  works 
in  the  United  States,  Mexico,  Central  America,  New  Zealand,  Nova  Scotia  and 
Alaska;  built  the  Western  Pacific  Raihvay  and  its  ocean  terminals  on  San 
Francisco  Bay,  as  well  as  those  of  the  Western  Maryland  Railroad  Company  at 
Baltimore;  was  chief  engineer  of  the  Union  Pacific  Railroad  for  some  years  and 
served  as  special  consulting  engineer  for  Mayor  Strong  of  New  York  City,  deal- 
ing with  various  phases  of  municipal  development. 

His  work  in  connection  with  the  waterfront  facilities  in  Seattle  and  Tacoma 
is  well  known.  His  long  and  varied  experience  Avith  problems  of  a  character 
likely  to  arise  and  vitally  affect  the  City  of  Seattle,  recommend  him  for  the 
work  to  be  undertaken. 

With  Mr.  Bogue's  arrival  in  September,  1910,  office  and  draughting  space 
was  obtained  in  the  Central  Building  and  actual  work  upon  the  solution  of  the 
innumerable  problems  involved  and  the  preparation  of  the  final  plan  was  at 
once  undertaken  and  has  proceeded  without  interruption  to  the  date  of  final  ad- 
journment. The  several  committees  have  met  with  varying  frequency  as  their 
respective  duties  seemed  to  demand. 

The  extent  of  the  undertaking  will  be  apparent  upon  a  perusal  of  Mr. 
Bogue's  report  and  an  examination  of  the  accomi)auyiug  maps  and  illustrations, 
as  well  as  upon  a  review  of  the  financial  summary  following: 


14 


PLAN    OF     SEATTLE 


F  I  N  A  N  C  1  A  L     S  U  IM  U  A  K  Y 


Expert  

Engineering — 

Office  . 

Field   . 

General  Expense — 

Furniture  and  Fixtures. 
Stationery  and  Printing. 
Office- 
Salaries  

Expenses 

Rent 


Printing  Report 


$17,327.48 


flf),5f)5.74 
7,28().71 


1,1()5.75 
1,9!)2.00 

i,2r)(;.oo 


!)79.03 
541.41 


4,413.75 


23,852.45 


5,934.19 
2,500.00 


Total  Expenditure  $49,614.12 

At  the  outset  it  was  essential  to  determine  the  range  of  the  task  and  after 
considerable  debate,  in  view  both  of  the  instructions  contained  in  the  Charter 
Amendment  that  the  plan  provide  for  the  "future  demands"  of  the  city,  and  for 
the  inevitable  large  increase  of  population,  it  was  decided  that  the  plan  should 
embrace  an  area  of  about  150  square  miles,  which,  at  7,000  inhabitants  per  mile 
— an  average  density  of  ])opulation  of  American  cities  comparable  in  rate  of 
growth  to  Seattle — would  i)rovide  for  a  population  of  slightly  over  a  million  in- 
habitants.    (See  Map  No.  20.) 

That  such  a  plan  would  of  necessity  appear  to  conflict  and  interfere  with 
present  conditions  of  certain  properties  was,  of  course,  clear  from  the  first,  but 
since  any  extensions  or  improvements  entered  upon  from  time  to  time  without 
the  assistance  of  a  well  prepared  plan,  would  be  sure  to  affect  properties  in  a 
similar  manner,  it  was  a  matter  which  could  be  regarded  only  to  the  extent 
that  throughout  its  development  results  should  be  obtained  with  the  least  possi- 
ble disturbance  of  existing  conditions,  while  still  securing,  in  the  course  of  twen- 
tj-five,  fifty  or  a  hundred  years,  a  consistent  and  harmonious  city  in  all  its 
various  relations. 

By  vote  at  a  late  meeting  the  Commission  recommended  that  in  the  future 
Harbor  Island  be  known  as  the  "Semple  Terminal"  in  recognition  of  the  inter- 
est shown  by  Eugene  Semple  in  its  development. 

By  the  citizens  of  Seattle  who  believe  in  the  city's  continuous  growth  and 
expansion  the  certainty  of  improvements  reaching  over  wide  areas,  extending 
through  a  long  series  of  years,  is  foreseen.  It  is  faith  in  such  a  future  and  the 
purposeful  intention  to  make  its  reality  measure  up  to  that  faith  that  has  led 
to  the  preparation  of  the  accom])anying  ])lan  and  report.  The  extent  of  the  en- 
tire project  set  forth  is  vast,  but  as  from  time  to  time  the  various  undertakings 
shall  be  required  to  meet  the  needs  of  ;in  increasing  population,  so  will  the  in- 
crease of  population  furnish  the  means  of  accomplishment. 

The  plan  is  elastic,  its  adojjtion  does  not  require  any  e.xpenditure  whatso- 
ever; nor  does  its  adoption  exclude  changes  and  improvements  not  specifically 
provided   for  therein.      Its  adoption   means   simply,   the   acceptance   of   it   as   a 


REPORT    OF    COMMISSION  15 

plan  of  action,  a  method  of  procedure,  and  that  when  changes  and  developments 
are  initiated  by  the  people,  authorized  by  their  vote  and  ordered  by  the  City 
Council,  they  shall  be  made  systematicallj'  and  in  conformity  with  the  plan.  It 
means  the  ultimate  saving  of  vast  sums  which  in  the  absence  of  a  uniform  sys- 
tem would  be  wasted.  It  proposes  for  all  city  improvements  and  developments 
a  unified  plan  such  as  has  been  furnished  for  the  park  development  by  the  Olm- 
sted plan. 

If  the  need  for  the  fulfillment  of  any  portion  of  the  plan  does  not  arise, 
the  fact  that  it  is  embodied  in  the  plan  does  not  require  that  it  be  undertaken 
or  that  money  be  expended  thereon.  On  the  other  hand,  whenever  in  the  minds 
of  the  people,  conditions  do  require  the  fulfillment  of  any  portion  of  the  plan 
and  funds  are  voted  therefor  by  them,  it  may  be  entered  upon  with  every  as- 
surance of  its  permanent  character  and  lasting  utility. 

In  the  development  of  the  plan  the  Commission  has  come  to  a  forceful  ap- 
preciation of  the  fact  that  the  diverse  interests  and  activities  and  the  various 
sections  of  the  city  are  so  interwoven  as  to  making  a  simplified  general  plan  a 
necessity.  It  is  the  firm  belief  that,  through  the  untiring  and  skillful  services 
of  Mr.  Bogue,  this  necessity  has  been  met. 

This  Commission  does,  therefore,  recommend  for  adoption,  by  the  citizens  of 
Seattle,  the  plan  jiresented  in  the  following  report. 

Signed: 

AFFIRMATIVE  NEGATIVE 

Edmund  Bowden  A.  L.  Rutherford 

F.  E.  Brigiitman  Max  Wardalk 

Norwood  W.  Brockett  A.  J.  Goddard 

Henry  Drum 

J.  T.  Heffernan 

N.  R.  Hogg 

Jos.  D.  Jones 

George  B.  Littlefiei.d 

Kenneth  M.vckintosh 

J.  W.  Maxw^ell 

W.  J.  Onstott 

C.  J.  Smith 

R.  H.  Thomson 

W.  R.  B.  Wirj,cox 

A.  F.  Haas 

R.  H.  Ober 

James  Anderson 

J.  C.  Ford 


Introductory 


CITY    PLANNING,    as    we    regard  it  todaj-,  is  l)iit  the  development  of  the 
Civic  Idea,  old  as  the  huiiian  race.     Of  prcliistorie  man  there  still  exist 
traces  of  activities  which  could  have  only  meant  prcitaration  for  a  prob- 
able population  of  the  future.     Among  such  testimonies  of  the  dim  ages 
of    the    past    are    the    earth    mounds    of   America   and    the   lithic   structures   of 
Stonehenge,  England. 

Savage  races  have  always  set  up  their  shifting  abodes  of  huts  or  tents  around 
a  common  center,  for  purposes  of  mutual  defense  against  beasts  or  human 
enemies. 

The  ancient  civilizations  of  Peru  and  Mexico  have  left  remnants  of  monu- 
mental structures  typifying  apparently  the  acme  of  their  civic  tendencies. 
Persia,  in  wasted  wrecks  of  mammoth  works,  and  Egy])t,  in  her  temples  and 
pyramids,  have  given  us  a  vision  of  their  highest  civic  attainments.  Babylon, 
in  her  Flanging  Gardens,  possessed  what  was  known  as  one  of  the  "Seven 
Wonders  of  the  World." 

Every  school  boy  of  today  knows  of  the  civilizations  of  ancient  Greece 
and  Rome.  Their  triumphs  of  public  and  private  attainments  have  been  in 
his  mind  and  on  his  tongue  from  the  earliest  days  of  student  life.  And,  with 
advancing  years,  we  all  find  that  the  story  in  its  entirety  was  not  handed  down 
in  the  written  records  of  their  glories.  Governmental  excavations  are  con- 
stantly emidiasizing  the  fact  of  a  high  civic  attainment,  protective  and  sanitary, 
which  was  lost  in  the  swift  decline  of  jtower  of  the  Governors  and  Law-givers 
of  the  world.  But  the  influence  of  their  ideals  only  lay  dormant  during  the  suc- 
ceeding ages  of  accumulating  ignorance  and  degradation,  which  trod  upon  the 
heels  of  barbaric  invasion,  all  over  the  then-culled  Western  World. 

It  awakened  with  the  reveille  of  the  Renaissance.  It  emulated  the  old  stand- 
ards in  science,  art  and  common  life,  and  Civic  Propriety  focused  its  speaking 
ambitions. 

Again  rose  law-givers  and  commerce-seeking  mariners,  and  again  the  life 
of  the  town  clustered  about  a  common  forum,  where  were  discussed  mighty 
matters  of  interest,  civic  and  individual,  as  witness  the  Rialto  of  Venice,  com- 
mercial queen  of  the  seas  . 

Isolated  baronial  and  feudal  life,  the  life  of  the  times,  grown  semi-barbaric 
and  wholly  anarchistic,  vanished  in  the  searchlight  of  that  period  of  glory. 
Cities  again  represented  the  acme  of  government  and  development. 

It  is  unnecessary,  for  the  purposes  of  this  report,  to  trace  categorically 
the  persistence  of  the  Civic  Idk.v  through  the  years  from  the  Renaissance  to 
the  present  time,  with  its  varying  shades  of  intensity  and  effective  expression. 
SuflSce  it  to  observe  that  in  a  manner  commensurate  with  their  grasp  upon  the 
higher  civic  virtues,  all  people  have  sought  to  manifest  in  lasting  form,  their 
pride,  their  loyalty  and  their  faith.  Indeed,  such  outward  aspects  reveal  the 
etrength  and  purpose  of  their  inner  life. 

By  methods  reminiscent  of  the  military  glories  of  ancient  Rome,  Napoleon 


Monument  to  X'ictor  Emanuel,  Rome 


Approach    to    Public    (tardcns  at    UaiKvay    Mation    at    Hitlogiia,    Italy 


Central  Avenue,  Rio  Janeiro 


Kniii--  Ml    (inek    Umplr.    IVuslum,   Fifth  Centin 


Ruins   of    Eg>  piUn    Temple,    Edfu 


INTRODCTORY  17 

Bonaparte,  in  far-seeing  plans  for  the  growth  of  Paris,  gave  direction  to  an 
initial  expression  of  the  city's  authority  and  power. 

Washington  and  L'Enfant,  with  faith  in  the  awakening  of  the  still  dor- 
mant Civic  ambition  of  the  leaders  of  a  new  government,  prepared  the  way 
for  its  later  worthy  manifestation  and  development,  in  conceptions  of  order, 
convenience,  vaxiety  and  grandeur. 

It  is,  however,  in  a  review  of  the  last  fifty  years  that  we  can  best  measure 
the  gathering  force  of  this  Civic  Consciousness;  a  consciousness  demanding 
recognition  of  organic  unity  and  intelligent  system;  recognition  of  the  fact  that 
community  life  is  not  an  aggi-egation  of  unrelated  parts  and  functions,  an 
agglomeration;  but  a  growth,  a  product,  whose  many  elements  are  virtually 
interwoven  and  inter-dependent. 

We  have  seen  cities  whose  inactivity  had  permitted  blunders  to  stunt  and 
impede  their  growth,  come  to  admit  the  errors  of  former  years  and  bravely 
face  the  stupendous  tasks  necessary  to  remedy  them.  We  have  seen  how 
this  tardy  acknowledgment  has  given  substantial  shape  to  their  ambitions,  and 
how  undreamt  of  resource,  commerce,  distinction  and  honor  have  been  the  satis- 
factory result. 

Paris,  under  the  direction  of  the  laA^yer,  Haussmann,  Prefect  of  the  Seine, 
not  only  prepared  outlying  areas  for  the  extension  of  the  city,  but  cut  great 
avenues  through  mazes  of  tangled  streets  and  replaced  noisome  and  congested 
districts  with  spacious  squares.  Imposing  structures  of  a  former  day  were 
freed  to  view,  and  provision  was  made  for  others  yet  to  come.  Obligations, 
amounting  to  hundreds  of  millions,  were  assumed;  yet,  only  a  few  years  ago, 
upon  the  completion  of  works  first  undertaken  in  1850,  conscious  of  the  advan- 
tage accruing  from  radical  improvements  thoughtfully  devised,  her  people  im- 
mediately appropriated  one  hundred  and  fifty  millions  for  the  accomplishment 
of  further  similar  projects.  Fifteen  years,  it  is  said,  were  given  to  the  study 
of  these  latter  plans,  and  a  longer  period  shall  doubtless  have  passed  before 
they  come  to  final  fruition. 

London  today  is  struggling  to  rid  herself  of  wasteful  confusion  and  evil 
congestion  at  a  tremendous  cost,  a  price  which  measures  the  surprising  indif- 
ference and  short-sightedness  of  her  earlier  citizens,  when,  after  the  ravages 
of  the  great  fire  of  1666,  they  turned  deaf  ears  to  the  emphatic  and  earnest 
suggestions  of  Sir  Christopher  Wren,  one  of  the  grandest  architects  the  metrop- 
olis has  ever  known. 

In  the  face  of  an  opportunity  such  as  was  likely  never  to  return,  Wren 
strove  for  the  adoi)tion  of  a  new  scheme  of  street  arrangement  which  would  not 
only  have  obviated  the  latter  day  crushing  expense  of  town  betterment,  but 
have  at  once  brought  inestimable  benefits  in  its  train,  providing  for  the  free 
movement  of  increasing  traffic  through  all  the  years  and  insuring  the  dense 
population  a  better  form  of  life.  It  would  have  transformed  her  from  a  town 
of  mean,  if  picturesque,  aspect,  to  one  of  breadth  and  dignity.  But  those  self- 
seeking  and  distrustful  qualities,  which  so  often  defeat  the  truest  progress 
negatived  his  proposition  and  wrought  their  own  condemnation. 

In  Italy,  Milan  has  felt  the  modern  impulse. 

Florence,  within  a  few  years,  has  rid  herself  of  a  slum  district,  to  make 
place  for  the  great   Piazza  of  Victor  Emanuel. 

Genoa  has  equipped  a  great  port  and  constructed  imposing  streets. 

Bologna  is  completing  structures  begun  in  the  Renaissance. 


18  PLAN     OF     SEATTLE 

Rome,  too,  expressing  the  third  revival  of  her  civil  sjiirit,  has,  within  the 
year,  dedieated  the  sumptuous  monument  to  \'iotor  Kmanuel,  a  work  said  to  be 
worthy  of  comparison  with  the  best  work  of  Ancient  Greece  and  Rome.  Other 
far-reach iiifi  improvements  are  in   course  of  i)r('i)aration. 

Hamburg  and  Bremen  and  Antwerp  have  developed  their  waterways  to 
handle  with  dispatch  a  great  international  commerce.  Dresden,  Berlin,  Vienna, 
Stuttgart  and  Buda  Pesth,  by  the  acceptance  of  the  broadest  concei)tion  of 
municipal  development,  and  the  grasp  of  opportuuitj-,  have,  within  a  quarter  of 
a  century,  become  model  towns  in  every  respect. 

Brussels  has  attained  the  rank  of  a  lesser  Paris. 

During  the  last  two  decades  the  great  South  American  cities  of  Kio  de 
Janeiro  and  Buenos  Aires  have,  by  heroic  undertakings,  won  places  among 
the  magnificent  cities  of  the  world ;  and  even  the  old  cities  of  the  South  Pacific 
Coast  have  maintained   a   steady   growth   and   development   of   latter-day   ideas. 

Perhaps  of  all  the  cities  of  the  Old  World,  it  has  been  those  of  Spain 
which,  ever  since  the  time  of  the  floors,  have  recognized  and  most  clearly 
expressed,  in  their  arrangement,  the  essential  unity  of  all  civic  interests.  With 
them  centralization  has  ever  been  the  dominant  characteristic.  Where  almost 
every  undertaking  contained  some  expression  of  belief  in  Omnipotent  Power 
and  Protection,  it  was  natural  that  the  religious  and  municipal  ideas  should 
be  co-manifest. 

Hence  it  is  that  in  Spanish  cities  the  cathedrals  and  government  build- 
ings occupying  positions  subordinate  thereto,  surround  broad  central  plazas, 
from  which  radiate  all  the  important  thoroughfares.  There  centers  the  life  of 
the  cities;  and  there  congregate  their  people;  and  thence  flow  all  religious,  gov- 
ernmental and  intellectual  authority  and  influence. 

In  our  own  country,  while  community  interest  was  clearly  defined  in  many 
of  the  early  settlements,  taking  the  form  of  a  common  field,  about  which  the 
houses  congregated,  and  into  which  enclosures  the  cattle  were  gathered  at 
night  and  at  times  of  attack  by  natives,  and  while,  in  the  natural  order  of 
things,  the  church,  the  school  and  the  town  hall  took  their  places  facing  ui)on 
the  green,  this  order  tended  to  pass  away  with  the  advent  of  more  settled 
conditions. 

The  sense  of  civic  responsibility  slumbered  during  the  rapid  development 
of  a  new  country  of  incalculable  resources. 

The  lure  of  wealth  fevered  the  popular  imagination.  Productive  and  com- 
mercial activities  increased  with  tremendous  rapidity.  Cities  sprang  up  every- 
where to  serve  these  purely  material  ends  and,  with  irresponsible  license,  as  is 
said  of  Topsy,  ^^jitst  growed."  Such  direction  as  their  development  did  receive 
was,  more  often  than  not,  at  the  hands  of  self-interest  or  of  leaders  ignorant 
of  patriotic  and  civic  prepossessions. 

In  1893,  Chicago,  exhilarated  by  an  unparalleled  growth  in  population  and 
material  prosperity,  was  stirred  to  an  appreciation  of  the  Civic  Idea.  With  the 
confident  .slogan  "I  Will,"  her  citizens  joined  in  a  demonstration  of  her  claim 
to  a  position  among  the  great  communities  of  the  world.  The  Columbian  Ex- 
position gave  Chicago  opportunity  to  visualize  her  own  future,  when  the 
ephemeral  grandeur  of  the  White  City  might  be  crystallized  in  enduring  form, 
expressive  of  her  ideals.  Out  of  that  opportunity  have  come  plans  for  ultimate 
civic  attainment  commensurate  with  her  future  size  and  importance. 

Her  example  has  aroused  to  emulation  cities  North.  South,  East  and  West. 


INTRODCTORY  19 

New  York,  with  surprising  unconcern,  perniitted  streets  to  be  extended 
with  monotonous  regularity,  without  regard  for  tlie  efficient  handling  of  hea\'y 
traffic,  or  the  sanitary  housing  of  an  enormous  population.  To  such  limits  did 
an  ignorant  disregard  of  the  future  needs  of  the  city  earlier  prevail  that  a 
proper  proportion  of  open  air  space  was  left  unprovided,  a  blunder  which  has 
been  partially  corrected,  at  a  cost,  in  some  instances,  of  a  million  dollars  an 
acre. 

With  similar  lack  of  foresight,  a  federal  building  of  inferior  design  was 
permitted  to  encroach  upon  City  Hall  Park,  and  the  close  proximity  of  towering 
buildings  of  lesser  dignity  has  dwarfed  and  crowded  the  beautiful  City  Hall, 
while  other  municipal  buildings  such  as  the  exquisite  Appellate  Court  in  Madi- 
son Square,  have  been  forced  to  occupy  insufficient  areas,  amid  unworthy 
neighbors,  in  other  parts  of  the  city.  How  great  would  have  been  the  recip- 
rocal advantages  could  these  buildings  have  been  grouped  in  an  ample  setting! 
What  a  notable  improvement  would  have  resulted  from  the  location  near  them 
of  the  new  Library  and  the  new  Post  Office! 

Another  phenomenal  error,  committed  in  the  same  vicinity,  was  the  dis- 
figuring approach  to  the  great  Brooklyn  Bridge.  With  wiser  provision  for 
both  present  and  future,  and  an  expenditure  not  so  much  greater  as  to  make  the 
scheme  prohibitive,  the  approach  to  a  world-famous  achievement  might  not  only 
have  been  made  worthy  of  the  monument  to  which  it  led,  but  have  so  beauti- 
fied and  improved  the  whole  locality  as  to  have  raised  environ  values  long  ago 
and  made  almost  incalculable  changes  in  the  appearance  of  that  part  of  Man- 
hattan Island.  On  the  Brooklyn  side,  the  mistake  was  even  greater;  laying 
waste  a  part  of  Brooklyn's  business  area  and  retarding  immeasurably  her  ad- 
vance in  civic  dignity  and  beauty.  The  realization  has  come,  however,  that 
the  present  lack  of  practical  arrangement  was  the  result  of  false  ideas  of  economy 
and  short-sighted  policy,  with  no  look  even  to  the  near  future,  and  that  proper 
correction  must  be  made,  despite  enormous  outlay  and  inconvenience. 

With  respect  to  essentials  in  city  planning,  the  Improvement  Commission 
of  New  York  reports: 

"The  Commission  is  very  strongly  of  the  opinion  that  the  group- 
ing together  of  public  buildings  is  an  essential  part  of  any  comprehen- 
sive scheme  of  city  improvement,  which  is  to  give  the  city  an  appearance 
worthy  of  it,  and  on  a  par  with  the  other  great  cities  of  the  world." 

Washington,  D.  C,  has  pledged  adherence  to  a  revision  of  her  first  ad- 
mirable plan  made  necessary  by  thoughtless  disregard  of  its  many  excellencies. 
While  yet  far  from  completion,  the  work  already  accomplished  foreshadows  a 
World  Capital  than  which  none  will  be  more  beautiful.  Thoughtful,  careful 
planning,  and  studied  design,  have  offset  a  lack  of  natural  advantages  such 
as  few  cities  suffer  from,  and  will  exemplify  the  service  of  Art  rather  than 
Nature  in  the  equipment  of  a  modern  city.  Without  her  central  ^lall, 
grouped  buildings  and  radiating  avenues,  even  with  the  same  sums  expended 
upon  her  public  edifices,  Washington  would  be  a  far  less  attractive  city  than  the 
one  we  know  or  are  able  to  forecast  for  the  future. 

Cleveland,  with  an  initial  expenditure  of  .?10. 000,000  for  sufficient  area,  is 
emphasizing  the  Civic  Idea  by  the  creation  of  an  Administrative  Center  of 
monumental  proportions,  facing  which  are  arising,  one  after  another,  munici- 
pal buildings  and  a  Union  Station.     St.  Louis  is  elaborating  a  similarly  ambi- 


20  PLAN     OF     SEATTLE 

tious  scheme.  Every  obstacle  that  an  earlier  lack  of  organized  plan  can 
provide  is  being  overcome  by  the  determination  of  Kansas  City  to  prep;ire 
herself  for  a  worthy  and  serviceable  career.  Pittsburg  has  taken  the  first  step 
toward  improvement  of  con<litions  so  deplorable  as  no  longer  to  be  endured. 
Buffalo  is  occupied  with  far-reaching  changes.  Milwaukee  and  Detroit,  effec- 
tively situated  on  the  shores  of  the  Inland  Seas,  look  forward  to  the  consum- 
mation of  efforts  of  a  similar  kind,  and  already  feel  the  imi)etus  which  the 
increased  interest  of  the  outside  world  in  their  successful  development,  cre- 
ates. Philadelphia,  whose  central  square  was  obliterated  by  the  erection  of  an 
ungainly  city  building  in  years  gone  by,  and  with  a  street  plan  devoid  of  interest 
or  commercial  etticieucy,  is  repairing  the  error,  as  far  as  jjossiblo,  by  extensive 
works  in  various  directions. 

In  a  recent  account  of  progress  made  by  the  City  of  Rochester,  one  may 
read: 

"The  Cleveland  proposition,  however,  differs  from  the  Rochester 
plan.  In  the  former  city  certain  public  buildings  had  to  be  grouped 
about  a  common  center;  in  the  latter  there  is  not  only  that  necessity, 
but  also  the  re-planning  of  local  transportation.  Rochester  has  long 
been  known  as  an  exceptionally  prosperous  and  pleasant  town.  What 
occasion,  then,  is  there  for  improvements?  It  is  because  Rochester  is 
as  intelligent  as  it  is  prosperous  that  it  takes  steps  in  time  to  meet  the 
changing  conditions  forced  upon  it  by  its  own  growth.  In  the  absence 
of  improvement,  as  its  Civic  Commission  contends,  deterioration  must 
come.  The  City  Hall,  as  a  civic  center,  was  first  considered.  The 
Rochester  City  Hall  is  not  only  too  small,  Imt  is  architecturally  un- 
worthy.    A  new  site  must  be  found,  a  new  building  planned." 

Minneapolis  and  St.  Paul,  twin  cities  of  the  north,  are  vying  with  each 
other  in  undertaking  municipal  improvements  with  which  to  satisfy  civic  pride. 
Omaha,  ilemphis  and  New  (Jrleans  join  in  the  general  advance.  Baltimore  is 
fighting  obstacles  in  the  way  of  general  betterment.  Los  Angeles,  a  marvel 
of  municipal  ambition,  is  leaving  nothing  to  chance,  and  making  every  sacri- 
fice of  purely  personal  interest  to  meet  the  requirements  of  a  great  and  prosper- 
ous city,  such  as  her  citizens  have  faith  to  believe  she  is  destined  to  become. 
Already  her  list  of  achievements  is  long. 

Portland,  Oregon,  has  a  plan  of  improvements  for  adoption,  while  San 
Francisco,  in  the  face  of  appalling  disaster,  has  given  evidence  of  undaunted 
courage  and  of  unflinching  jmrpose,  to  sustain  the  reputation  and  appearance 
of  a  world  city. 

Space  need  not  be  taken  to  mention  the  innumerable  smaller  cities  and 
towns  which,  often  under  grievous  discouragements,  are  striving  to  achieve 
their  ambitions  for  civic  betterment. 

Enough  has  been  said  to  illustrate  the  persisting  force  of  the  Civic  Idea 
and  its  outward  expression  in  intelligently  planned  thoroughfares,  improved 
commercial  facilities,  grouped  architecture  and  decorated  plazas,  bespeaking 
municijial  authority,  intellectual  attainments  and  aesthetic  appreciation. 


Arterial  Highways 

INTRODUCTORY     REMARKS 
(See  Appendix  No.  1  for  detailed  descriptions) 

THE  correct  planning  of  a  city  requires  its  lines  of  transportation  to  be 
so  arranged  as  to  provide  the  best  facilities  for  traffic.     The  ideal  ar- 
rangement of  main  arteries  is  that  which  will  enable  traffic  to  flow  from 
any  point  in  the  city  to  any  other  point,  in  the  most  direct  manner  and  on 
the  best  grades. 

This  is  effected  by  a  system  of  radial  streets  leading  from  the  business 
area  and  center.  To  avoid  congestion  at  the  business  center,  where  possible,  a 
circumferential  street  may  be  planned,  toward  which  traffic  will  gravitate  and 
into  which  radial  arteries  will  lead.  Tn  this  way  business  will  flow  around  the 
congested  center  rather  than  through  it,  avoiding  excessive  congestion.  At 
intervals  circumferential  streets  should  be  introduced,  to  better  enable  the 
traffic  to  reach  all  parts  of  the  city  and  yet  be  confined  almost  entirely  to  the 
main  arteries. 

In  Seattle  topographical  conditions  largely  prevent  such  a  system,  and 
yet  the  main  features,  that  is  the  radial  streets,  may  be  substantially  arranged 
with  no  serious  difficulty,  and  diagonals,  instead  of  circumferential  streets, 
may  be  so  located  as  to  conform  to  the  lines  of  travel. 

It  is  somewhat  difficult  to  adapt  a  new  diagonal  to  the  grades  of  exist- 
ing streets,  but,  on  the  other  hand,  the  advantages  presented  by  this  diagonal 
offset  obstacles  to  its  location. 

The  fixing  of  widths  of  new  streets  and  arteries  is  a  subject  of  great 
range,  but,  with  the  expansive  traffic  of  modern  cities  and  towns,  the  people 
have  shown  more  liberal  views  and  adopted  a  wiser  policy.  In  many  cases  old 
cities  have  been  compelled  to  widen  existing  streets,  or  to  open  up  new  ones 
at  vast  expense. 

The  Royal  Commission  on  London  traffic,  in  the  reports  under  date  of 
1905,  states  that: 

"The    chief    difficulty    that    stands   in   the  way   of  improving  the 
means  of  locomotion  in  London  is  the  narrowness  of  the  streets  and 
the  fact  that  they  were  not  originally  laid  out  on  any  general  plan." 
This  Commission  recommended  the  following  widths : 

"Main  avenues,  140  feet  wide;  first-class  arterial  streets,  100 
feet  wide;  second-class  arterial  streets,  80  feet  wide;  third-class,  60 
feet  wide;  fourth-class,  40  feet  wide  or  50  feet  wide;  width  in  each 
case  to  include  foot-ways  on  either  side,  and  no  streets  should  be  less 
than  40  feet  wide." 


22  PLAN     OF     SEATTLE 

The  following  table  is  a  coniparisou  of  widths  of  important  streets  in 
Europe  with  those  of  London  : 

Avenues  des  Champs  Elysees,  Paris 250  feet 

Reeperhahn,    Hamburg 210  " 

Unter  den  Linden,  Berlin 190  " 

King-Strasse,  Vienna  185  " 

Belle  Alliance,  Strasse,  Berlin  IGO  " 

Andrassy,  Buda   Pesth   145  " 

Avenue  Henri  JIartiu,  Paris 130  " 

Potsdamer  Strasse  &  Fredrich  Wilhelm  Strasse,  Berlin  110    " 

Avenue  de  I'Opera  &  Parisian  Boulevards 98  " 

Whitehall.  London  120-145  " 

Victoria  Embankment  120  " 

Holborn  Viaduct 90  " 

Regent  Street  Quadrant 85  " 

Picadilly  75  " 

Queen  Victoria  Street  70  " 

Princess  Street  &  George  Street,  Edinburgh 100  " 

The  Advisory  Board  of  Engineers  to  the  above  Royal  Conunission  pro- 
posed, among  other  improvements : 

"Two  main  avenues  through  London,  one  from  west  to  east,  to 
connect  Bays  Water  Road  with  Whitechapel  »  ♦  •  and  the  other 
from  north  to  south  to  connect  Holloway  with  the  Elephant-and-Castle 
*  *  *  each  avenue  to  be  140  feet  in  width  between  property  lines. 
The  east  and  west  avenue  is  to  be  four  and  three-quarter  miles  long 
and  the  north  and  south  avenue  about  four  and  one-quarter  miles 
long." 

These  avenues,  with  subways,  railways  and  tramways  would  involve  an 
aggregate  net  cost  of  over  $120,000,000. 

In  New  York,  Upper  Fifth  Avenue,  at  great  expense,  is  being  widened  to 
obviate  street  congestion.  It  has  also  been  seriously  proposed  to  open  a  new 
avenue  north  and  south,  between  Fifth  and  Sixth  Avenues,  at  a  cost  of  pos- 
sibly |;150,000,000. 

In  fixing  the  widths  of  highways  to  accommodate  such  traflSc  as  may  de- 
velop in  the  future,  it  is  necessary  to  exceed,  by  a  good  deal,  the  needs  of  the 
present.  The  improvement  of  these  highways  should  be  made  in  such  manner 
as  to  permit  future  growth. 

The  arterial  roadways  in  outlying  districts  should  be  of  liberal  width;  the 
walk  should  be  placed  adjacent  to  or  near  the  property  line,  and  in  first  de- 
velopment a  grass  plot  may  be  left  between  the  walk  and  curb.  On  strictly 
arterial  highways,  trees  should  not  be  permitted  between  the  curb  and  the 
walk,  because  if  trees  are  once  established  it  is  difficult  to  cause  their  removal 
in  order  to  make  necessary  widening  of  the  roadway.  This  difficulty  can  be 
overcome  by  permitting  trees  to  be  planted  between  the  walk  and  the  property 
line  only,  leaving  the  space  between  the  walk  and  curb  for  grass  and  shrubs. 
This  gives  what  has  been  termed  an  "elastic  street,"  as  the  roadway  can  be 
widened  from  time  to  time  as  found  necessary. 


AETERIAL    HIGHWAYS  23 

In  determining  the  width  of  roadways  required  for  any  arterial  street  or 
highway,  consideration  should  be  given  to  the  kind  and  number  of  lines  of 
traffic  likely  to  be  served. 

The  first  step  in  preparation  for  this  report  was  a  reconnaissance  of  the 
city  of  Seattle  and  its  environs  reaching  to  the  Snohomish  county  line  on  the 
north,  Renton,  Orillia  and  Lake  Burien  on  the  south,  and  on  the  east  to  the 
high  ground  east  of  Lake  Washington,  these  being  the  limits  prescribed  by 
the  Commission.  It  seemed  clear  that  in  numerous  cases  arteries  on  grades 
not  exceeding  three  per  cent  could  be  located,  although  in  a  few  instances, 
grades  of  five  per  cent,  or  even  seven  per  cent  would  be  necessary,  but  that 
the  cost  of  the  arteries  would,  on  the  whole,  be  reasonable.  It  appeared,  also, 
that  the  lines  of  hea^'y  travel  would,  in  the  main,  always  be  north  and  south, 
east  and  west  travel  remaining  of  comparatively  less  importance,  although 
with  the  full  development  of  the  territory  around  Lake  Washington,  east  and 
west  traffic  will  become  more  marked.     ( See  Map  No.  20. ) 

The  lack  of  a  suitable  map  showing  the  topography  north  of  the  city, 
made  it  necessary  to  make  preliminary  surveys  for  all  arteries  lying  between 
the  present  north  city  limits  and  the  Snohomish  county  line.  For  this  purpose 
two  parties  were  placed  in  the  field,  each  consisting  of  an  Assistant  Engineer 
in  charge  of  a  crew  of  ten  to  twelve  men  who  surveyed  such  lines  as  were  re- 
quired, taking  the  necessary  topography  for  a  width  of  several  hundred  feet 
on  either  side  of  each  line.  From  the  data  thus  obtained  maps  were  com- 
piled on  a  scale  of  four  hundred  feet  to  the  inch,  showing  contours  at  inter- 
vales of  ten  feet  in  elevation,  and  connections  with  the  government  land  sur- 
veys. LTpon  those  maps  center  lines  of  the  various  highways  have  been 
located  and  grades,  etc.,  determined.  These  can  be  run  out  on  the  ground  in 
the  usual  way  whenever  desired. 

Within  the  present  city  limits  accurate  information  was  available  for  the 
greater  part  of  the  area  to  be  considered,  either  by  the  known  elevations  of 
improved  street  intersections,  or  by  contour  maps  which  had  been  made  by 
the  engineering  department,  for  street-and-sewer-extension  studies.  These 
maps  cover  only  a  part  of  the  unimproved  southern  section  of  the  city.  Some 
additional  information  was  obtained  from  a  number  of  private  engineers  who 
kindly  furnished  such  data  as  they  had  at  hand. 

South  of  the  present  southern  city  limits,  the  highway  locations  have 
been  made  from  information  obtained  by  personal  reconnaissance,  in  connec- 
tion with  such  fragmental  topographic  maps  as  could  be  obtained  from  pri- 
vate sources,  and  these  locations  are  therefore  only  tentative.  They  will  need 
to  be  somewhat  revised  and  modified  when  more  detailed  information  is  ob- 
tained, but  in  the  main  they  will  be  found  fairly  correct. 

It  was  found  that  the  lines  of  main  arterial  highways  tended  to  cross  or 
approach  each  other  near  Fourth  Avenue  and  Blauchard  Streets,  north  of  the 
city's  principal  business  area. 

Referring  to  the  last  report  of  the  United  States  census  for  Seattle,  we 
find  that  the  center  of  population  is  slightly  east  of  the  above  mentioned 
locality.  The  logical  outcome  of  careful  study  was  a  decision  that  the  Civic 
Center  should  be  placed  at  Fourth  Avenue  and  Blanchard  Street,  as  outlined 
under  the  caption  "Civic  Center." 

Without   going   into    details    of   all    the   arteries   found    worthv    of   recom- 


24  PLAN    OF     SEATTLE 

niendation,  it  still  seems  desirable  to  show  wliat  a  iiuinher  of  tlicin  will  arcom- 
plisli  and  the  advantages  to  be  derived  from  their  adoption  and  ultimate  con- 
struction. 

The  routes  of  all  existing  and  i)roposed  arterial  higiiways  have  been  in- 
dicated and  numbered  upon  Map  No.  2. 

A  complete  technical  description  of  each  of  these  highways  is  given  in 
Appendix  No.  1. 

In  reading  the  following  pages  constant  reference  should  be  made  to  the 
map  and  description  mentioned. 

The  widths  and  grades  suggested  for  Arterial  Highways  have  been  care- 
fully considered  and  are  believed  to  be  desirable  and  satisfactorj',  but  it  is 
obvious  that  they  cannot  be  unalterably  fixed  in  all  cases  at  this  time.  They 
should  be  carefully  considered  when  plans  are  itre])ar('d  for  actual  construc- 
tion and  such  minor  changes  made  as  are  absolutely  necessary,  care  being 
taken  to  preserve  the  integrity  and  harmony  of  the  plan  outlincil  in  this  re- 
port. 

THE     CENTRAL     A  \^  E  N  U  E 

(proposed  name,  centkal  avenue) 

Is  destined  to  be  the  principal  artery  through  the  city,  extending  from 
a  point  slightly  to  the  west  of  Orillia,  along  Duwamish  Valley  to  Colorado 
Avenue  in  Georgetown,  on  Fourth  Avenue  South.  Prefontaine  Place,  Third 
Avenue  and  Third  Avenue  extended  to  the  proposed  Civic  Center  at  Fourth 
Avenue  and  Blanchard  Street;  on  Dexter  Avenue,  as  widened  and  extended, 
from  the  Civic  Center  to  the  south  end  of  Stone  Avenue;  along  Stone  Avenue 
to  the  south  shore  of  Green  hake;  thence  skirting  the  west  shore  to  the  north 
end  of  Green  Lake  and  along  Ashworth  Avenue  to  Eighty-fifth  Street,  the 
present  limits  of  the  city.  From  this  point  it  has  a  general  northerly-  trend, 
being  located  in  such  way  as  to  keep  to  the  contour  of  the  country  with  easy 
curves,  passing  to  the  east  of  Haller  Lake  and  generally  running  midway  be- 
tween Lake  Washington  and  Puget  Sound,  till  it  reaches  the  Snohomish  County 
line,  about  one-half  mile  east  of  Lake  Ballinger. 

This  highway,  with  its  central  location  and  easy  grades,  will  claim  an 
enormous  amount  of  traffic,  because  the  nearby  i)arallel  streets  are  not  suscepti- 
ble of  anything  like  the  same  development.  It  is  recommended  that  this  street, 
or  avenue,  be  made  one  hundred  twenty  feet  wide,  excepting  such  sections  as 
pass  through  the  built-up  part  of  the  city's  business  center  and  the  portion 
lying  between  Highways  Nos.  33  and  34  which  is  proposed  to  be  a  boul('var<l 
not  less  than  one  hundred  sixty  feet  wide.  (See  Appendix  No.  1  for  further 
description  of  the  avenue.)  This  avenue,  throughout  its  entire  lengtli,  avoids 
grade  cro.ssings  of  all  steam  railways  and  a  number  of  electric  lines. 

MAGNOLIA     WAY 

Magnolia  Way,  entering  the  Civic  Center  from  the  north,  in  connection 
with  a  number  of  other  streets,  most  of  them  already  existing,  will  be,  by 
certain  extensions  and  widenings,  formed  into  a  c(mtinnous  artery,  beginning  at 
the   northwest   part   of  Ballard,   crossing  the  canal  by  the  only  highway  bridge 


ARTERIAL    HIGHWAYS  25 

to  be  built  below  the  proposed  canal  lock  site,  skirting  the  east  side  of  ilag- 
nolia  Bluff,  crossing  overhead  all  railwaj'  main  lines  and  switch  tracks  at 
Interbaj',  dropping  down  to  the  waterfront  level  at  Smith's  Cove,  and  com- 
ing into  direct  touch  with  water  transportation  facilities  by  easy  grades,  reach- 
ing the  Civic  Center  in  such  way  that  heavy  traffic  will  naturally  pass  around 
the  outside  of  the  public-building  group  without  loss  of  distance.  The  lighter 
traffic,  or  such  as  has  occasion  to  come  to  any  of  the  municipal  buildings,  will 
have  a  direct  route  with  grades  that  nowhere  exceed  three  per  cent. 

A  great  part  of  the  land  required  for  widening  and  extending  this  street 
has  already  been  provided  for.  The  part  remaining  between  Elliott  Avenue 
and  Denny  Way  should  be  acquired  at  an  early  date. 

HIGHWAYS     NOS.     38     AND     22 

The  district  in  the  vicinity  of  Fourth  Avenue  South  and  Jackson  Street, 
gives  promise  of  soon  becoming  the  most  congested  area  in  the  city.  To  re- 
lieve this  congestion  two  diagonal  streets  are  proposed,  one  leading  from  the 
intersection  of  Fourth  Avenue  and  Madison  Street  southeasterly  to  the  inter- 
section of  Twelfth  Avenue  South  and  Main  Street,  shortening  the  distance 
now  necessary  to  travel  between  these  two  points  and  giving  an  easy  grade 
to  the  higher  elevations  east  of  Twelfth  Avenue  and  to  the  north  of  Yesler 
Way.  The  benefits  to  be  derived  from  the  opening  of  this  diagonal  street 
are  many.     The  proposition   should  receive  early  consideration. 

The  second  diagonal  proposed,  Highway  No.  22,  is  an  extension  of  Pre- 
fontaine  Place  southeast  to  the  intersection  of  Ninth  Avenue  South  and  Dear- 
born Street.  This  will  provide  a  grade  not  exceeding  two  per  cent  at  any 
point  and  require  but  slight  adjustment  of  existing  grades.  It  will  furnish 
an  outlet  for  street  traffic  from  Rainier  Valley,  Day  Street,  etc.,  to  and  from 
points  both  east  and  west  of  Third  Avenue,  north  of  Yesler  Way.  This 
diagonal,  with  its  easy  grades,  would  soon  become  a  good  business  locality  and 
would  also  tend  to  break  up  the  possible  formation  of  an  Oriental  district  in 
that  vicinity. 

HIGHWAY     NO.     24 

From  the  intersection  of  Twelfth  Avenue  South  and  Main  Street,  this 
highway  has  been  laid  out  west  of  Rainier  Avenue  which  it  parallels  for  a 
distance  of  about  one  and  one-half  miles.  It  then  gradually  bears  eastward 
and  reaches  the  high  ground  nearlj'  bisecting  the  area  lying  between  Rainier 
Avenue  and  Beacon  Avenue  south  to  Othello  Street;  it  then  crosses  to 
the  east  of  Rainier  Avenue  at  the  intersection  of  Wabash  Avenue  and 
leads  to  the  lake  shore  in  the  vicinity  of  Rainier  Beach,  whence  it  con- 
tinues along  the  shore  of  Lake  Washington,  joining  with  and  absorbing  the 
present  state-aid  road  connecting  Seattle  and  Renton.  This  highway  will  ac- 
commodate the  traffic  from  the  districts  lying  between  the  summit  of  Beacon 
Hill  and  Rainier  Avenue,  as  far  south  as  Rainier  Beach,  and  thus  relieve  the 
property  owners  on  Rainier  Avenue  of  the  ex])ense  of  widening  that  street  for 
the  relief  of  any  future  congestion  of  traffic,  and  will  provide  good  grades  and 
a  direct  route  much  nearer  the  property  to  be  served  than  would  otherwise  be 
possible. 


26  PLAN     OF     SEATTLE 

HIGHWAYS     NOS.     12     AND     33     (COMBINED) 

A  new  artery  is  proposed,  leading  off  AVestlake  Avenue  at  fiercer  Street  and 
following  the  general  course  of  Southlake  Avenue,  Eastlake  Avenue  and  How- 
ard Avenue  to  the  Lake  Union  Crossing  at  Latona,  where  a  double-deck  bridge 
should  be  constructed  in  order  to  permit  an  upper  and  lower  roadway.  The 
upper  roadway  will  begin  to  ascend  from  the  intersection  of  Eastlake  Avenue 
and  Martin  Street,  crossing  above  Northlake  Avenue,  Pacific  Place  and  North 
Fortieth  Street.  An  incline  should  be  built  parallel  with  the  viaduct  connect- 
ing the  upper  roadway  of  North  Fortieth  Street  with  the  upper  roadway  of  the 
viaduct.     (See  Map  No.  12.) 

Inclines  leading  to  the  lower  roadway  of  the  bridge  should  also  be  l)uilt 
on  the  north  side  of  Northlake  Avenue  substantially  parallel  with  and  south  of 
the  railways.  Continuing  to  the  northeast,  this  highway  forms  a  connection 
with  existing  streets  at  Eleventh  Avenue  Northeast  and  East  Forty-second 
Street;  then  skirting  the  north  side  of  Ravenna  Park  it  forms  a  connection 
with  Highway  No.  33  that  has  been  located  from  field  surveys,  and  follows 
the  general  location  of  the  present  County  Road  leading  to  Bothell.  Slight 
changes  will  be  necessary  to  reduce  the  grade  from  five  to  three  per  cent. 
This  highway  will  be  second  in  importance  only  to  "Central  Avenue"^  so 
far  as  it  affects  the  northeast  portions  of  the  city,  and  will,  undoubtedly,  re- 
ceive a  great  traffic  when  this  .section  of  the  city  shall  have  been  developed, 
since  the  topography  is  such  as  to  preclude  the  possibility  of  other  parallel 
highways  on  favorable  grades.  That  part  of  this  artery  north  of  Eighty-fifth 
Street  is  proposed  to  be  a  boulevard.     ( See  Boulevards. ) 

SPOKANE    STREET    ROUTE 

The  West  Seattle  Peninsula  will  receive  the  best  service  by  way  of 
Spokane  Street,  leaving  the  business  section  of  the  city  by  First  Avenue  South. 
Considerable  travel  to  and  from  the  business  section  will  occupy  Whatcom 
Avenue  and  First  Avenue  South,  but  heavy  travel  originating  farther  east  will 
reach  Spokane  Street  by  the  north  and  south  avenues  as  far  east  as  Seattle 
Boulevard  and  Ninth  Avenue  South.  That  part  of  Spokane  Street  west  of 
Montana  Avenue  will  be  elevated,  crossing  all  railway  tracks  overhead  per- 
mitting safe  and  uninterrupted  service  to  the  West  Side  and  to  Harbor  Island 
piers  and  docks,  it  being  the  intention  that  all  tracks  in  those  localities  shall 
be  at  wharf  level  or  at  such  street  level  as  may  be  determined  upon  to  provide 
for  drainage  only.  The  incline  to  the  upper  elevation  will  begin  at  iM  on  tana 
Avenue  and  reach  the  height  of  the  upper  roadway  about  seven  hundred  twenty 
feet  west  of  Montana  Avenue,  and  continue  elevated  across  Pigeon  Point  to 
high  ground  on  the  west  side  of  the  bay,  near  the  intersection  of  Arizona 
Avenue.  Inclines  should  be  built  northwest  and  southeast,  on  the  new  street 
which  is  to  be  opened  parallel  with  and  east  of  Klickitat  Avenue  and  to  the 
southeast  of  Iowa  Avenue  (see  INIap  No.  6)  ;  also  east  and  west  of  the  north 
side  of  Spokane  Street  at  Twenty-third  Avenue  Southwest,  and  north  and 
south  on  Twenty-sixth  Avenue  Southwest.  All  inclines  should  be  so  con- 
structed as  to  obtain  the  necessary  clearance  over  railway  lines. 

From  the  intersection  of  Spokane  Street  and  Arizona  Avenue,  a  diagonal 
contour  street  leads  northwest  to  the  summit  of  West  Seattle  hill,  landing  at 
California  Avenue   and   West   Wait   Street,  continuing  westerly   to  Alki   Point, 


ARTERIAL    HIGHWAYS  27 

the  maximum  grade  being  seven  per  cent.  This  will  give  a  shorter  route  to 
the  city  for  the  greater  part  of  West  Seattle  than  can  be  had  via  Alki  Avenue, 
which  will  carry  all  of  the  low  level  traffic  along  the  waterfront  as  far  south 
as  Alki  Point. 

HIGHWAY     NO.     41 

This  diagonal  street  leads  southwest  from  Arizona  Avenue  and  Spokane 
Street  to  the  West  Seattle  summit  at  California  Avenue  and  West  Morgan 
Street  and  continues  to  Fauntloroy  Park;  all  with  a  grade  not  necessarily 
exceeding  Ave  per  cent.  This  line  will  furnish  a  short  cut  from  Puget  Sound, 
over  the  summit  and  into  the  city,  saving  much  distance  over  the  shore  line 
route.  As  the  grades  on  the  intersecting  north  and  south  streets  are  not  ex- 
cessive, nearly*  all  of  the  heavy  hauling  will  be  done  by  traveling  north  or 
south  to  meet  this  highway  and  continuing  thereon,  to  reach  points  either  east 
or  west  of  California  Avenue. 

HIGHWAYS     NOS.     39     AND     40    (COMBINED) 

This  route  includes  and  is  an  extension  of  Seattle  Boulevard,  crossing 
Duwamish  Waterway  in  the  vicinity  of  Edmunds  Street  and  cutting  through 
a  sharp  ridge  by  a  tunnel  about  one  thousand  feet  long  to  the  intersection  of 
West  Edmunds  Street  and  Twentieth  Avenue  Southwest.  This  route  will  be 
shorter  than  that  via  Spokane  Street,  for  all  that  section  of  West  Seattle  lying 
south  of  West  Hudson  Street,  except  a  small  area  along  the  ridge  near  Cali- 
fornia Avenue,  which  will,  owing  to  local  grades,  take  Spokane  Street.  The 
maximum  grade  on  this  route  for  about  five  thousand  linear  feet  will  be  five 
per  cent,  the  remainder  not  exceeding  three  per  cent.  The  section  of  Seattle 
Boulevard  included  in  this  route  will  cross  over  or  under  all  railways,  accord- 
ing to  local  conditions,  being  elevated  across  the  Duwamish  Waterway  and 
marginal  streets,  thus  avoiding  dangers  and  delays  caused  by  railway  opera- 
tions. 

The  double  section  of  this  highway,  from  West  Edmunds  Street  to  near 
West  Cloverdale  Street,  is  required  because  of  a  high,  straight  ridge  (with 
tunnel  mentioned)  lying  between  the  two,  and  also  because,  the  property  not  hav- 
ing been  platted,  these  highways  can  serve  the  adjacent  property  and  can  be  in- 
corporated into  a  plat  without  waste  of  territory.  In  the  vicinity  of  Cloverdale 
Street,  Highway  No.  40  branches,  one  branch  leading  westerly  to  Fauntleroy 
Park.  This  branch  will  naturally  invite  traific  by  way  of  the  Seattle  Boule- 
vard route  into  the  city,  the  grades  being  generally  three  to  five  per  cent, 
about  one  thousand  three  hundred  feet,  however,  being  on  a  grade  of  nearly 
seven  per  cent.  The  other  branch  of  Highway  No.  40,  before  mentioned, 
continues  due  south  from  West  Cloverdale  Street  for  a  distance  of  about  four 
thousand  feet  and  then  turns  slightly  west  of  south,  following  the  small  stream 
locally  known  as  Salmon  Creek,  to  the  beach  near  the  west  side  of  Section  12. 
The  grades  here  obtained  need  not  exceed  five  per  cent  and  will  give  access  to 
a  considerable  area  both  east  and  west  of  this  division  of  the  artery. 

MARGINAL     WAYS 

In  order  to  furnish  transportation  facilities  which  will  accommodate  but 
not  interfere  with  future  development  of  the  factory  site  property  along  Du- 


28  PLAN    OF    SEATTLE 

waiui.sh  Waterway,  marginal  wavs  or  streets  are  located  on  either  side  of  the 
waterway  of  ample  width  to  meet  all  future  needs,  and  planned  far  enough 
away  from  the  channel  to  enable  the  ])lants  to  be  placed  and  developed  with 
considerable  freedom,  because  it  will  be  impossible  to  make  a  plan  showing  in 
detail  just  how  the  waterfront  and  factory  site  property  should  be  utilized. 
These  marginal  ways  extend  from  Spokane  Street  on  the  north  to  the  south- 
erly limits  of  the  territory  covered  by  this  rei)ort,  the  sections  south  of  lilack 
River  being  arteries  perhaps  rather  than  marginal  ways.  Routes  across  the 
waterways  connecting  the  east  and  west  marginal  ways  are  provided  for  at 
the  following  points,  viz:  Spokane  Street,  Seattle  Boulevard,  West  Front 
Street,   Duulap  Canyon,   Riverton,   Black  River  and  Renton  Junction. 

HIGHWAY     NO.     6 

First  Avenue  South,  with  its  southerly  extension,  forms  an  important 
artery  at  this  time  and  will  increase  in  imjtortance.  It  is  likely  to  become 
one  of  the  first  southern  arteries  to  fully  develop  capacity  for  receiving  the 
heavy  traffic  soon  to  seek  it.  Continuing  down  First  Avenue  South  to  Ox- 
bow, the  street  is  now  open  and  inviting  travel  from  the  immediate  territory. 
The  lack,  however,  of  any  suitable  outlet  to  the  south  retards  its  develop- 
ment. The  location  given  is  only  approximate,  detail  surveys  not  being  avail- 
able for  the  entire  route,  but  sufficient  data  have  been  obtained  to  clearly  in- 
dicate that  the  main  arterial  highway  should  not  attempt  to  follow  the  section 
line  directly  south,  but  should  deflect  to  the  east  and  thus  attain  a  grade  of 
three  per  cent  desirable  as  the  maximum  for  main  arteries.  This  Highway 
gives  the  best  service  to  the  territory  lying  immediately  adjacent  to  the  route 
for  a  distance  back  of  perhaps  three-quarters  of  a  mile  on  each  side,  and  is 
the  nearest  and  best  route  for  all  that  region  lying  south  of  Highway  No. 
55,  including  Lake  Burien  and  Three  Tree  Point  territory,  and  it  should  be 
possible  to  serve  almost  the  entire  vicinity  with  grades  not  exceeding  five 
per  cent  on  local  streets. 

HIGHWAY     NO.     48 

This  thoroughfare  includes  parts  of  Ninth  Avenue  South  and  Seattle 
Boulevard,  ascending  southward  to  an  elevation  of  approximately  fifty  feet 
above  the  Duwamish  Valley,  continuing  along  the  brow  of  the  hill  over  a 
portion  of  Swift  Avenue  at  Juneau  Street,  thence  along  and  maintaining  a 
nearly  uniform  elevation  on  the  hillside  to  the  west  end  of  Dunlap  Canyon 
where  it  connects  with  the  Dunlap  Canyon  artery.  From  this  point  it  con- 
tinues southerly  along  the  hillside  to  Black  River,  where  it  connects  with  the 
highway  leading  into  Renton.  Several  overhead  crossings  extend  from  this 
highway  over  the  railway  tracks  to  the  west  in  approximate  vicinity  of  the 
following  streets,  viz :  Lucille  Street,  Othello  Street,  Barton  Street,  Dunlap 
Canyon,  Juniper  Street  and  IJlack  River  Junction.  On  account  of  these  cross- 
ings and  for  the  further  reason  that  there  is  but  little  property  to  be  served 
on  the  west  side  of  this  artery  and  east  of  the  railroads,  it  is  generally  at  an 
elevation  considerably  above  the  valley,  thus  making  it  slightly  easier  of  access 
from  high  ground  to  the  eastward.  Several  connections  have  been  made  to 
the  top  of  the  hill  on  which  some  five  per  cent  grades  will  be  required. 


ARTERIAL    HIGHWAYS  29 

HIGHWAY     NO.     19 

This  diagonal  leads  directly  from  Dexter  Avenue  near  Roy  Street, 
southeasterly  to  Denny  Way  at  Fair-vdew  Avenue;  thence  along  Denny  Way 
to  Eastlake  Avenue,  beginning  to  ascend  at  about  Pontius  Avenue,  pass- 
ing overhead  at  Stewart  Street  and  Eastlake  Avenue,  reaching  high 
ground  on  Denny  Way  between  Eastlake  Avenue  and  Melrose  Avenue.  By 
this  route  the  distance  from  Thirty-first  Avenue  South  and  Judkins  Street,  to 
the  Civic  Center,  or  Pike  Street  and  Fourth  Avenue,  will  be  reduced  one-half 
mile,  and  the  grade  will  not  exceed  five  per  cent,  except  for  a  short  distance 
from  Denny  Way  to  Pike  Street,  where  the  grade  will  not  exceed  seven  per 
cent. 

HIGHWAYS     NOS.     22     AND     53      (COMBINED) 

Dearborn  Street,  when  completed  according  to  plans  now  in  force,  will 
provide  a  grade  of  three  per  cent  to  Rainier  Valley  from  the  business  cen- 
ter. A  branch  route  along  Day  Street  can  be  had  on  the  same  grade  to  a 
point  between  Thirty-fifth  and  Thirty-sixth  Avenues  South,  cutting  through 
Rainier  Heights  ridge  by  a  tunnel  1,770  feet  long,  passing  underneath  Wash- 
ington Boulevard  on  Thirty-fourth  Avenue  South,  and  giving  access  to  a  con- 
siderable area  west  of  Yakima  Avenue. 

This  will  provide  the  most  available  easy  grade  route  from  the  business 
center  to  the  lake  shore  and  should  receive  attention  when  the  demand  is 
sufficient  to  require  such  route. 

This  artery  will  be  the  central  route  between  Elliott  Bay  and  Lake  Wash- 
ington. To  obtain  the  greatest  benefit  therefrom  ferries  should  be  estab- 
lished at  the  foot  of  Day  Street  for  both  passenger  and  team  service,  because 
at  no  other  point  between  Genessee  Street  and  Union  Bay  will  it  be  prac- 
ticable, at  reasonable  cost,  to  obtain  access  from  the  heart  of  the  city  to  the 
lake  front  on  a  three  per  cent  grade. 

HIGHWAY     NO.     38 

This  highway  reaches  the  business  section  of  the  city  at  Fourth  Avenue 
and  Madison  Street.  The  western  part  of  the  line  has  been  previously  de- 
scribed. (See  Highways  Nos.  38  and  22).  From  the  intersection  of  Yesler 
Way  and  Broadway,  this  route,  in  general,  parallels  Madison  Street,  although 
not  confined  to  a  straight  line,  and  provides  a  means  of  access  from  the  busi- 
ness section  of  the  city  to  Lake  Washington,  near  :Madison  Park,  on  a  grade 
not  exceeding  five  per  cent,  as  against  existing  fourteen  per  cent  grades  on 
Madison  Street.  It  will  serve  an  extensive  area  south  of  Madison  Street, 
and  while  the  amount  of  land  to  be  acquired  will  be  considerable,  the  street  is  a 
necessity. 

BOTHELL-KIRKLAND-RENTON     ROUTE 

On  the  east  side  of  Lake  Washington  a  tentative  location  has  been  made 
for  Highway  No.  ()2  from  Bothell  southward,  crossing  the  Northern  Pacific 
Railway  main  line  overhead,  at  the  head  of  Lake  Washington,  passing  through 
the  south  half  of  Section  17,  a  little  ea.st  of  the  present  county  road,  and 
through   the   saddle   northeast   of   Juanita  Bay,  crossing  over  the  Belt  line  of 


30  PLAN     OF     SEATTLE 

the  Northern  Pacific  Railway,  in  the  southwest  quarter  of  Section  28,  Town- 
ship 26  N.  R.  5  E.,  then  swinging  into  the  abandoned  riglit-of-wa.v  of  the 
old  Relt-Line  Railway,  passing  to  the  east  of  Kirkland,  and  bearing  to  the 
eastward  away  from  the  railroad,  then  back  and  across  the  railway  near  the 
northwest  corner  of  Section  28,  Township  25  N.  R.  5  E.,  passing  through 
IJellevue  along  the  east  side  of  wiener  Slough  on  high  ground,  througii  the 
town  of  Factoria  and  above  Newport  Landing,  over  Coal  Creek  on  a  viaduct 
of  considerable  height,  and  continuing  on  a  descending  grade  through  Kenny- 
dale  into  Renton.  An  effort  was  made  to  secure  location  for  this  artery,  giv- 
ing the  most  direct  line  possible  for  through  traffic,  without  encountering  heavy 
grades,  yet  permitting  frequent  approach  toward  the  lake.  It  will  be  feasilde 
to  construct  this  artery  on  grades  not  exceeding  three  per  cent.  It  will  give 
access  to  the  high  ground  to  the  east  as  far  as  a  point  about  four  miles  south 
of  Kirkland,  where  it  will  connect  with  a  highway  which  lies  beyond  the  region 
covered  by  this  report. 

It  is  proposed  that  this  artery  be  made  a  boulevard,  excepting  that  por- 
tion lying  within  the  business  section  of  the  town  of  Renton.  (See  Boule- 
vards. ) 

Routes  connecting  this  highway  and  the  lake  front  are  provided  by  a  num- 
ber of  branch  lines;  the  first,  Highway  No.  (53,  diverges  to  the  west,  leaving 
Highway  No.  62  at  a  point  about  one-half  mile  north  of  Juanita,  thence 
follows  the  low  ground  to  Juanita  l!ay  and  returns  nearly  east  from  Juanita 
Bay  to  the  main  highway  near  the  center  of  Section  33.  Another  branch 
leads  southwest  from  near  the  west  quarter  corner  of  Section  4,  near  Kirk- 
land, to  the  southwest  corner  of  Section  5,  Township  25,  N.  R.  5  E.  A  water 
level  line  along  the  lake  front,  connecting  these  several  branches,  supplies  a 
means  of  reaching  the  upper  line  from  points  along  the  waterfront.  A  short 
distance  south  of  Northup  landing,  and  between  Yarrow  and  Bellevue  sev- 
eral lines  divide  the  territory  and  form  junctions  with  the  main  highway  on 
the  north,  near  the  north  line  of  Section  20,  and  on  the  south,  just  west  of 
Bellevue.  On  all  these  main  and  branch  lines  on  the  east  side  of  Lake  Wash- 
ington, grades  may  be  obtained  not  exceeding  three  per  cent.  Several  will 
demand  much  less. 

MERCER     ISLAND 

One  main  highway  has  been  laid  out  across  Mercer  Island,  beginning  in 
Section  7,  opposite  the  narrow  channel;  thence  ascending  northwest  in  Sec- 
tion 12,  thence  nearly  south  to  a  low  gap  in  Section  12  and  along  the  hill- 
side, descending  to  a  point  opposite  the  narrowest  part  of  the  channel,  be- 
tween Mercer  Island  and  Bailey  Peninsula.  Detail  maps  could  not  be  ob- 
tained from  which  to  make  this  location,  but  a  line  in  the  approximate  location 
shown  can  be  had  and  should  be  secured. 

A  bridge  will  some  time  be  warranted  across  the  east  channel,  but  the 
depth  of  the  water  and  the  length  of  the  span  necessary  to  bridge  tlie  west 
channel,  are  too  great  to  permit  the  construction  of  a  bridge  at  that  point, 
at  any  reasonable  cost,  and  the  best  solution  would  be  a  ferry  which  could 
very  easily  be  operated,  as  the  distance  is  only  about  3,000  feet.  There  should 
be  a  street  around  the  entire  island.  No  attempt  has  been  made  to  show  this. 
Its  location  should  be  governed  by  the   topography   of   the   region,    the   prime 


ARTERIAL    HIGHWAYS  31 

requisites  being  good  alignment  and  grades  and  an  elevation  not  unnecessarily 
high  above  the  water. 

TUNNELS     FOR     STREET     TRAFFIC 

The  topograph}-  of  Seattle,  especially  near  the  business  center,  is  such 
as  to  make  it  difficult  to  provide  routes  of  suitable  grades  for  heavy  traffic, 
without  developing  extra  distance  in  order  to  overcome  the  summits  of  ridges. 
The  future  will  demand  better  access  than  can  be  had  by  surface  streets  and 
the  following  routes  are  suggested  as  being  suitable  locations  for  tunnels  in 
order  that  future  traffic  requirements  may  be  met. 

Tunnels  which  are  to  provide  both  for  teams  and  street  cars  should  be 
at  least  forty  feet  wide,  the  car  tracks  preferably  being  on  one  side,  separated 
from  the  team  way  by  a  dwarf  wall,  the  rapid  transit  line  when  built  to  be 
in  a  subway  underneath  the  floor. 

If  street  cars  are  not  to  be  allowed,  a  width  of  thirty  feet  for  teamway 
and  sidewalk  will  be  sufficient. 

Day  Street  Tunnel:  Highways  Nos.  22  and  53,  including  Dearborn- 
Rainier  Avenue-Day  Street  line,  from  Fifth  Avenue  South  to  Lake  Washing- 
ton, presents  by  far  the  best  possible  line  from  the  business  section  of  the  city 
to  the  lake  front,  for  heavy  traffic,  the  grade  at  no  point  exceeding  three 
per  cent  and  the  distance  only  1,600  feet  more  than  a  direct  line. 

This  route  requires  a  tunnel  1,770  feet  long  on  Day  Street  and  Day  Street 
produced  east,  the  west  portal  being  midway  between  Twenty-ninth  Avenue 
South  and  Yakima  Avenue,  and  the  east  portal  being  just  east  of  and  under 
Thirty-fifth  Avenue  South,  where  it  lands  in  a  large  plaza  with  approaches 
north  and  south  to  the  lake  level  for  teams,  and  to  the  east  for  foot  passengers. 

Union  and  West  Spring  Street:  The  ever-increasing  traffic  around 
the  north  end  of  the  First  Hill  over  Pike  and  Pine  Streets  clearly  points  to 
a  time  when  travel  will  be  seriously  congested,  and  this,  with  no  opportunity 
for  opening  up  additional  streets  with  as  favorable  grades,  justifies  the  belief 
that  a  tunnel  route  for  teams  will  become  an  economic  necessity  in  the  com- 
paratively near  future. 

The  most  favorable  route  for  such  tunnel  is  from  the  intersection  of  Ninth 
Avenue  and  Union  Street  to  the  intersection  of  East  Spring  Street  and 
Eleventh  Avenue.  This  line  will  be  practically  a  projection  west  of  East 
Spring  Street,  and  will  give  a  tunnel  2,700  feet  long  with  a  grade  of  four 
and  one-tenth  per  cent. 

West  Seattle  Tunnel:  A  tunnel  is  proposed  on  Highway  No.  39 
leading  southwest  from  West  Edmunds  Street  produced  west.  About  half 
the  length  of  this  proposed  tunnel  will  be  east  of  Twenty-third  Avenue  South- 
west, the  other  half  to  the  westward  thereof.  The  approximate  length  is  1,000 
feet  on  a  grade  of  three  per  cent. 

This  tunnel  is  required  to  enable  a  traffic  street  to  be  constructed  with 
grades  not  exceeding  five  per  cent,  leading  east  of  the  Longfellow  Creek  Dis- 
trict in  West  Seattle  via  Seattle  Boulevard,  into  the  city,  making  a  route 
nearly  4,000  feet  shorter  than  any  possible  route  farther  north.  It  will  serve 
a  very  large  area  south  of  West  Dawson  Street. 

Interlaken  Tunnel:  A  line  has  been  selected  leading  from  the  angle 
point  in  Eastlake  Avenue  passing  nearly    through    the    intersection    of    Frank 


32  PLAN    OF     SEATTLE 

lin  Avenue  and  East  Oaler  Street,  to  tlie  interseition  of  I?o_yer  Avenue  and 
East  Lynn  Street.  This  route  will  retjuire  a  tunnel  4,300  feet  long  on  a 
maximum  grade  of  only  five-tenths  of  one  per  cent,  leading  to  a  summit  near 
the  middle,  passing  about  300  feet  underneath  the  summit  of  the  North  Broad- 
way Hill  and  giving  access  from  the  Union  Bay  district  to  the  business  sec- 
tion, and  nearly  one  mile  less  distance  than  can  be  otherwise  had. 

The  development  of  the  section  north  of  Madison  Street  around  Lake 
Union,  as  well  as  the  territory  north  of  the  canal,  will  make  this  route  of 
great  value  and  a  way  should  be  kept  open  for  the  construe  t  ion  thereof. 

Spokane  Street  Tunnel:  Access  from  Rainier  Avenue  and  Lake  Wash- 
ington to  the  tidclands  and  West  Seattle  can  only  be  had  by  either  a  long 
detour  or  by  surmounting  hills  rising  to  an  elevation  of  about  300  feet  above 
datum.  The  distance  necessary  to  travel  from  Spokane  Street  at  Lake  Wash- 
ington to  Spokane  Street  and  Ninth  Avenue  South,  on  streets  having  grades 
not  exceeding  three  per  cent,  would  be  about  four  and  three-quarters  miles 
via  proposed  Day  Street  tunnel.  Rainier  Avenue  and  Dearborn  Street,  while 
by  this  tunnel  route  tiie  distance  would  be  less  than  two  miles.  Future  de- 
velopment of  the  Lake  Washington  waterfront  will  make  necessary  a  shorter 
route  by  easy  grades,  which  may  be  had  by  this  line,  beginning  on  the  east 
side  of  Tenth  Avenue  South,  coming  to  daylight  about  500  feet  west  of  Rainier 
Avenue,  entering  tunnel  again  slightly  east  of  Thirty  sixth  Avenue  South 
and  landing  at  Lake  Washington.  As  will  be  noted,  this  route  consists  of 
two  tunnels,  the  westerly  being  6,000  feet  long  and  the  easterly  one  about  1,(')00 
feet  long. 

It  will  naturally  be  many  years  before  such  a  route  will  become  an  eco- 
nomic necessity,   hut    in  process  of  time    will    surely    come   before   the   people. 

Blaxch.vrd  Si'iuoET  TuNNEL :  A  feasable  route  for  heavy  traffic  can  be 
had  from  the  waterfront  to  the  intersection  of  ^^'estlake  Avenue  and  Vir- 
ginia Street,  by  a  tunnel  2,380  feet  long  under  the  center  line  of  Blanchard 
Street.  The  east  portal  of  the  tunnel  would  be  at  the  east  margin  of  the 
new  street  which  has  been  laid  out  conecting  the  intersection  of  Fourth 
Avenue  and  Olive  Street  with  the  intersection  of  Ninth  Avenue  North  and 
Denny  Way.  The  west  portal  Avould  be  just  west  of  the  diagonal  portion  of 
Elliott  Avenue,  where  it  intersects  Blanchard  Street. 

This  tunnel  would  cross  over  the  Great  Northern  Railway  tracks,  and 
under  the  intersection  of  Elliott  Place  and  Blanchard  Street.  It  would  be 
reached  by  an  incline  from  Railroad  Avenue  along  the  west  side  of  the  vacated 
portion  of  Elliott  Avenue,  south  of  Blanchard  Street,  landing  about  the  foot 
of  Pine  Street. 

This  route  can  be  had  on  a  grade  not  exceeding  two  per  cent.  It  is  sug- 
gested because  it  is  the  best  location  for  such  a  tunnel  anywhere  along  the 
north  central  waterfront. 

Traffic  Boulevard  Around  Lake  Washington:  The  recommendations 
and  suggestions  touching  highways  and  boulevards  mentioned  in  this 
report  cover  what  will  practically  amount  to  a  traffic  boulevard  all  around  Lake 
Wa.shington,  although  not  always  immediately  along  the  shore,  there  being 
certain  headlands  and  bays  which  render  a  shore  location  difficult  in  various 
localities.  The  projjosed  route  takes  advantage  of  existing  county  roads  or 
streets  to  a  considerable  extent.     The    width    of   this    boulevard,    as    indicated 


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ARTERIAL    HIGHWAYS  33 

on  the  maps  and  in  the  descriptions,  varies  from  120  feet  to  160  feet  accord- 
ing to  location,  having  the  former  width  in  sections  already  more  or  less  occu- 
pied by  business  or  homes. 

It  has  been  suggested  that  this  boulevard  should  have  a  width  along  the 
shore  of  not  less  than  250  feet,  and  that  the  state  government  be  requested 
to  transfer  to  the  city  the  right  of  way  therefor  wherever  it  crosses  the  lands 
of  the  state,  which  will  be  exposed  when  the  water  is  lowered  about  8  feet, 
as  it  will  be  by  the  finished  Lake  Washington  Canal. 

The  highways  and  boulevards  of  the  region  east  of  Lake  Washington, 
as  indicated  on  the  maps,  are  only  approximate  to  their  ultimate  locations. 
Owing  to  the  lack  of  definite  data  it  has  been  necessary  to  depend  on  personal 
reconnaissance,  a  method  which  gives  only  tentative  results,  although,  with 
respect  to  the  case  in  hand,  much  care  has  been  observed  and  the  locations 
shown  fairly  indicate  the  routes  which  must  be  followed. 

A  traffic  boulevard  mostly  near  water  level  around  the  entire  lake  is  one 
of  great  importance  to  the  future  city,  and  merits  study  in  much  detail.  In 
view  of  the  lack  of  suitable  topographic  maps  it  is  hereby  suggested  that  at 
early  date  the  city  and  county  authorities  have  such  surveys  and  maps  made 
as  will  provide  accurate  data  upon  which  to  base  a  careful  location  of  the 
boulevard  referred  to.  If  these  topographic  maps  cover  the  territory  be- 
tween the  lake  and  the  high  ground  or  ridge  to  the  eastward  thereof,  they 
will  be  invaluable  to  those  who  desire  to  plat  their  property  and  also  to  the 
future  city  in  making  its  locations  of  water  supply,  sewerage,  etc.  Upon 
topographic  maps  property  owners  can  have  plats  made  of  their  property  which 
will  provide  for  streets  that  will  follow  the  contours,  giving  results  which  will 
be  largely  park-like  in  their  effects  and  require  far  less  grading,  etc. 

The  engineers  who  do  this  work  should  be  instructed  to  have  the  loca- 
tion of  the  boulevard  in  view  in  order  that  they  may  fully  develop  the  physi- 
cal conditions  which  may  constitute  obstacles  thereto,  such  as  headlands,  bays, 
channels,  swamps  or  sloughs,  and  as  well,  improved  properties  which  may  be 
benefited  or  damaged  thereby. 

Such  surveys  and  maps  must  be  made  sooner  or  later  and  in  view  of  the 
importance  of  the  proposed  traffic  boulevard  it  is  desirable  that  they  should 
be  undertaken  at  an  early  date. 


The   Civic   Center 

THE  reasons  for  the  establishment  of  a  Civic  Center  are  various,  and 
into  the  determination  of  its  location,  size  and  character,  especially 
when  it  is  to  serve  the  needs  of  a  city  experiencing  remarkable  growth, 
with  surest  promise  of  its  continuance,  enter  many  grave  questions. 

The  foremost,  probably,  is  the  question  of  economy.  In  a  city,  however, 
where  the  e.xteusion  of  the  business  area  is  bound,  in  surprisingly  few  years, 
to  spread  beyond  the  limits  within  which  a  Civic  Center  would  be  deemed 
desirable,  it  is  the  part  of  wisdom,  while  they  are  yet  available  at  prices  far 
below  those  obtaining  within  the  range  of  business  activity,  to  secure  ad- 
vantageous sites  for  such  public  buildings  as  are  likely  to  be  needed  for  many 
years  to  come. 

To  defer  the  purchase  of  sites  until  the  need  of  each  successive  building 
shall  be  pressing  is  inevitably  to  incur  an  unnecessary  expense,  not  only  in 
the  increased  cost  of  locations  then  deemed  suitable,  but  in  the  cost  and  dam- 
ages pertaining  to  removal  of  buildings  still  serviceable  as  business  struc- 
tures. It  is  unnecessary  that  sites  thus  secured  be  cleared  at  once  of  the 
buildings  that  may  occupy  them  or  that  those  now  clear  shall  so  remain  until 
required  for  their  eventual  uses.  As  is  continually  done  with  private  lands, 
temporary  improvements  on  short-term  leases  may  be  made  to  more  than  cover 
the  interest  on  their  cost  while  awaiting  the  time  of  final  improvement. 

The  establishment  of  a  Civic  Center  effects  economy  in  the  conduct  of 
business  in  and  between  the  several  city  departments,  their  proximity  making 
easy  their  intercommunication.  Likewise,  duplication  of  records  and  docu- 
ments is  obviated.  The  number  of  employes  and  the  amount  of  general  ser- 
vice are  also  reduced,  and  the  supervision  of  work  in  interdependent  depart- 
ments expedited. 

For  many  people  almost  daily  obliged  to  visit  a  number  of  different  de- 
partments, centralization  effects  a  .saving  in  time  and  money  which,  where 
officers  are  distributed  in  various  parts  of  the  city,  is  spent  in  transportation. 
Where  city  buildings  ate  located  in  various  parts  of  the  city  the  lack  of  famili- 
arity with  their  respective  locations  on  the  part  of  those  who  seldom  have  oc- 
casion to  visit  them  or  who  live  out  of  town  makes  their  grouping  a  matter  of 
especial  convenience. 

Not  only  is  it  desirable,  for  the  rea.sons  mentioned,  to  have  all  branches 
of  the  city  government  houses  in  the  same  neighborhood,  but  also  in  order  that 
urban  transportation  may  be  so  arranged  as  to  make  them,  if  possible,  equally 
accessible  from  all  sections  of  the  city.  An  unrelated  distribution  throughout 
the  city  makes  this  practically  impossible  of  attainment. 

A  Civic  Center  should  embrace  an  area  sufficient  to  accommodate,  on 
great  occasions,  large  gatherings  of  citizens.  It  should  afford  ample  space  for 
the  accommodation  of  pageants  and  for  the  formal  reception  of  delegations 
from  other  cities  or  foreign  countries.  It  should  also  furnish  a  proper  setting 
for  important  buildings  of  a  public  or  .semi-public   character,   detaching  them 


THE     CIVIC     CENTER  35 

from  structures  of  inferior  nature  and  giving  tliem  distance  from  which 
they  may  effectively  be  seen,  heightening  the  effect  of  separate  buildings  by 
the  vicinity  of  others  of  similar  distinction.  The  impressiveness  of  a  group  of 
imposing  buildings  is  greater  by  far  than  the  sum  of  the  effects  of  each  stand- 
ing alone  amid  meaner  structures.  As  has  been  said  by  a  prominent  speaker 
at  a  National  gathering  of  architects : 

"Isolated  buildings,  of  whatever  individual  merit,  are  insignifi- 
cant in  comparison  to  massed  constructions,  even  if  these  latter  be 
mediocre  in  quality." 

It  is  right  and  proper  that  the  city  should  benefit  by  this  added  effective- 
ness. To  expend  large  sums  in  the  construction  of  noble  architecture,  only  to 
have  it  almost  wholly  efface<l  in  a  crowded  business  street,  is  the  height  of  folly 
and  extravagance.  It  is  even  more,  because  indicative  of  a  lack  of  discrimina- 
tion between  the  ability  to  pay  for  and  the  instinct  to  appreciate  and  enjoy  the 
worthier  products  of  civic  life. 

Thought,  therefore,  should  be  given  to  the  morrow  of  greatness,  and  en- 
thusiastic preparation  should  be  made  for  the  elevation  of  those  fitting  in- 
signia of  metropolitan  rank  among  cities,  noble  and  imposing  houses  of  national 
and  municipal  government,  including  its  Federal  buildings,  its  court  house  and 
city  hall,  and  those  temples  of  social  service,  the  library,  art  mu8eum  and  au- 
ditorium. 

What  was  adequate  for  a  town  of  pioneer  beginnings,  or  what  may  be  so 
for  a  city  just  glimpsing  its  prime,  will  not  meet  the  standards  and  require- 
ments of  the  mature  commonwealth.  An  authority  on  modern  civic  art,  in 
speaking  of  the  buildings  which  go  to  constitute  the  elements  of  an  administra- 
tive center,  recently  said: 

"No  other  structures  are  so  appropriately  entitled  to  the  best  posi- 
tion the  town  can  afford  as  are  those  that  stand  officially  for  the  town. 
And,  this  being  true,  of  public  buildings,  they  are  gregarious;  they 
belong  in  about  the  same  location,  theoretically  without  regard  to — 
because  above — the  temporary  matter  of  land  values  and  the  claims 
of  individual  real  estate  interests.  Not  only  do  these  buildings  be- 
long together,  but  each  gains  by  the  proximity  of  the  others.  There 
is  not  only  a  utilitarian  gain  in  the  concentration  of  the  public  busi- 
ness, but  there  is  a  civil  gain  in  the  added  dignity  and  importance 
which  these  buildings  seem  to  possess.  Collectively,  they  appear  to 
make  the  city  more  prideworthy;  they  make  the  municipality — in 
this  representation  of  the  mightiness  of  its  total  business — seem  a 
more  majestic  thing  and  better  worth  living  and  working  for — as  of 
larges  possibilities  for  good — than  could  these  same  buildings  when 
scattered  about  the  town  in  a  wilderness  of  business  structures." 

There  are  yet  considerations  which  have  not  been  touched  upon,  which  should 
hasten  the  creation  of  such  a  center;  considerations  that  are  higher  than  mere 
convenience  and  pecuniary  benefit,  because  they  reach  the  minds  and  hearts  of 
the  people.  Environment  in  youth  has  an  enormous  influence  on  the  personal 
and  civic  education  of  future  citizens. 

It  has  well  been  said  that: 


36  PLAN    OF     SEATTLE 

"Mean  surroundings  produce  mean  men,  slovenly  women  and 
lawless  children,  while  elevating  scenes  inspire  to  higher  aims,  better 
speech  and  manners,  and  a  wholesome  respect  for  the  law.  Given 
a  commodious,  attractive  Center  of  Civic  Interest,  easily  and  quickly 
reached,  and,  with  profit  to  the  city,  her  people  will  seek  it  at  every 
opportunity,  there  to  gain  some  notion  of  the  significance  and  func- 
tion of  the  municipal  government.  And  thus  the  imjjulse  of  the  popu- 
lar imagination,  stimulated  to  desire  a  s])lendid  ex])ression  of  its  Civic 
Ideals,  is  fortified  by  every  consideration  of  municipal,  commercial 
and  .social  welfare." 

With  due  respect  and  proper  regard  for  all  these  several  elements,  and 
after  the  most  careful  and  thorough  study  of  present  and  future  needs  of  the 
city  and  the  possibilities  due  to,  and  dependent  upon,  its  unusual  topography, 
the  location,  size  and  character  of  a  Civic  Center  for  the  City  of  Seattle  has 
been  determined.  The  considerations,  in  detail,  upon  which  this  determination 
rests,  are  set  forth  in  the  following  pages  and  by  means  of  accompanjing  maps 
and  illustrations. 

By  the  terms  of  the  charter  amendment  under  which  the  Commission  acts, 
and  in  accordance  with  your  instructions,  to  plan  to  meet  the  conditions  of  a 
city  of  a  million  people,  it  is  obvious  that  the  location  of  a  Civic  Center  should 
be  at  a  point  as  near  the  probable  center  of  population,  when  that  population 
shall  have  reached  a  million,  as  the  approximate  center  of  the  probable  future 
business  area  will  permit. 

Investigation  of  the  direction  and  rate  of  movement  would  seem  to  indi- 
cate that  the  center  of  population  of  a  million  will  fall  in  the  immediate  neigh- 
borhood of  the  southern  end  of  Lake  Union.  This  point,  however,  lies  at  the 
extreme  northern  limits  of  what,  doubtless,  must  eventually  become  the  com- 
pact, high-class  business  district  of  the  town;  and,  consequently,  while  of  a 
fair  degree  of  accessibility  from  outlying  sections  of  the  city,  could  not  be 
made  to  .serve  with  equal  impartiality  all  sections  of  this  future  business  area, 
even  though  there  were  no  other  serious  objections  to  its  appropriation  for  this 
purpose,  such  as  its  comparativelj-  low  elevation  and  its  suitability  for  a  ware- 
house and  wholesale  center. 

The  extent  of  this  area,  which  is  of  a  roughly  triangular  shape,  is,  in  a 
general  way,  quite  clearly  defined  by  the  surrounding  hills  and  waterfront,  in- 
cluding Queen  Anne  Hill  on  the  north,  and  the  more  or  less  sharp  slopes  of 
First  Hill,  from  Lake  Union  to  the  Tide  Flats  on  the  south  and  Elliott  Bay  on 
the  West.     (See  Plate  No.  1.) 

The  approximate  center  of  this  triangular  area,  situated  at  the  intersec- 
tion of  Fourth  Avenue,  Blanchard  Street  and  "Central  Avenue,"  (Dexter  Av- 
enue) while  some  distance  south  of  the  probable  center  of  future  population,  is 
found  not  only  to  be  practically  free  from  reasonable  objection,  but  in  addition, 
possesses  some  advantages  which  directly  recommend  it  for  the  location  of  the 
Civic  Center. 

It  is  found  to  lie  at  a  natural  conflux  of  arteries  from  the  greatest  number 
of  widely  scattered  sections  of  the  city.  At  no  other  discoverable  point  can 
direct  approach  be  had  from  so  many  different  sections.  To  any  other  point  ap- 
proach would  have  to  be  made  over  the   same    arteries    for    varying    distances 


inri^ 


MUNICIPAL    PLANS    COMMISSION    OF   THE    CITY    OF    SEATTLE 

MAP    ILLUSTRATING    BUSINESS    AND    APARTMENT    HOUSE    AREAS 
SEPTEMBER  1911  VIRGIL  G.   BOGUE,   Engineer 


BUSINESS    AREA     .... 
APARTMENT    HOUSE    AREA 


PLATE   NO.  1 


2569(10 


38  PLAN     OF     SEATTLE 

from  two  or  more  districts.  Siicli  a  location  assists  to  relieve  congestion  along 
lines  whicii  ollierwise  would  be  those  of  coniuion  apiiroach. 

It  offers  direct  access  by  possible  street  approaches  from  the  waterfront 
along  First  Avenue  from  the  south,  and  Magnolia  Way  from  the  north.  Hy  a 
new  diagonal  street  it  is  reached  from  East  (^ueen  Anne,  and  by  "Central  Ave- 
nue" from  East  Queen  Anne  and  Green  Lake;  from  Ballard  and  Fremont  by 
Westlake  Avenue;  from  the  University  District  by  Eastlake  Avenue;  from 
Capitol  Hill  by  a  down  grade  along  Prospect  Street;  from  First  Hill  by  Olive 
and  Pine  Streets;  from  Madrona,  by  Broadway  and  Pike  Street;  from  Rainier 
Valley  and  Renton,  by  Rainier  Boulevard,  or  a  new  parallel  highway  to  a  new 
street  running  from  Twelfth  Avenue  and  Main  Street  to  Fourth  Avenue  and 
Madison  Street,  thence  by  Fourth  Avenue;  from  Georgetown  and  the  Duwam- 
ish  valle}',  by  First  and  Fourth  Avenues  South,  and  by  First,  Second,  Third, 
Fourth  and  Fifth  Avenues,  through  the  lower  business  districts;  and  from  the 
West  Seattle  Peninsula  by  First  Avenue. 

It  lies  at  the  natural  junction  point  of  a  future  rapid  transit  system  con- 
forming, as  it  will  in  large  measure,  to  the  arterial  plan. 

It  makes  equal  recognition  of  both  the  water  and  land  areas  of  the  city. 
It  is  the  only  situation  equally  convenient  to  both  the  lakes  and  the  bay.  This 
is  a  matter  not  only  of  aesthetic  but  of  practical  interest  since,  with  the  com- 
pletion of  the  Lake  Washington  Canal,  the  establishment  of  ferry  service  will 
afford  comfortable  access  to  the  heart  of  the  city  from  many  points  on  Lake 
Washington,  which  will  consequently  assist  to  relieve  the  burden  borne,  even 
now,  by  the  cross-town  car  linos  that  serve  the  lake  ferries. 

By  reference  to  the  proposals  for  the  future  railway  arrangements  pre- 
sented elsewhere  in  this  report,  it  will  be  seen  that  provision  has  been  made  for 
a  terminal  passenger  station  at  "Central  Avenue"  and  Roy  Street.  This  pro- 
vides what  is  highly  desirable:  namely,  an  ample,  direct  and  inviting  boule- 
vard approach  from  the  railway  gateway  of  the  city  to  the  Civic  Center  and 
the  hotel  and  financial  districts. 

In  fact,  this  parked  avenue  is  but  an  extension  of  the  Center  to  the  station 
plaza,  from  which,  by  a  diagonal  viaduct,  the  Lake  Union  Waterfront  may  be 
reached.  It  is  the  arm  that  reaches  northward  from  the  Center  to  embrace 
the  lakes.  A  similar  broad  avenue  extending  westward  from  the  Center  is 
the  arm  that  reaches  outward  to  embrace  the  bay,  while  Blanchard  Street  marks 
the  shortest  distance  between  the  Center  and  the  bay.  There  should  be  built 
an  ornamental  esplanade  on  the  slope  of  Blanchard  Street,  overlooking  the  har- 
bor. 

"Olympic  Mall,"  whose  axis  pierces  the  loftiest  peak  of  the  Olympic  Range, 
will  serve  as  approach  from  the  sea,  and  at  the  short  end  will  some  time  be  em- 
bellished with  a  monumental  water  gate,  where  our  own  notables  and  representa- 
tives of  foreign  nations  may  be  received  in  honorable  state.  "Central  Avenue" 
and  "Olympic  Mall,"  together  with  diagonals,  one  of  which  is  the  present  Broad 
Street,  are  essential  parts  of  the  scheme  for  the  completed  Civic  Center. 

By  a  happy  circumstance,  the  location  lies  upon  a  natural  eminence,  so 
that  by  a  slight  change  of  grade  the  land  will  fall  away  gradually  to  the  north, 
south  and  west,  while  to  the  east  occurs  a  more  perceptible  drop,  of  approxi- 
mately fifty  feet,  to  a  proposed  market  place  on  Westlake  Avenue.  From  the 
market  place,  along  the  line  of  Blanchard  Street,  it  is  proposed  to  construct, 


THE    CIVIC     CENTER  39 

when  conditions  shall  require,  a  traffic  sulnvay,  or  tunnel,  to  the  waterfront;  the 
grade  in  the  tunnel  being  two  per  cent,  maximum;  while  northward,  West- 
lake  Avenue  will  pass  under  viaducts  at  Republican  and  Mercer  Streets;  also  a 
new  diatjonal  street  is  provided  for  from  Boren  Avenue  and  John  Street  to  the 
station  plaza.  It  is  also  proposed  to  supplement  Westlake  Avenue  by  a  new 
thoroughfare  extending  from  Ninth  Avenue  and  Denny  Way  to  Fourth  Ave- 
nue and  Stewart  Street. 

Not  less  important  is  the  arrangement  by  which  the  tracks,  passing  under 
a  wing  of  the  station,  lead  to  the  southern  part  of  the  city  and  to  the  water- 
front, through  tunnels  whose  portals  are  so  situated  as  to  avoid  grade  cross- 
ings, and  to  remove  the  frequently  passing  trains  from  view. 

With  respect  to  the  question  of  cost,  it  so  happens  that,  due  to  the  recent 
regrading  of  a  large  part  of  the  area  embraced  in  the  plan  for  the  Civic  Center, 
it  is  at  the  present  time  without  buildings  requiring  purchase  under  condemna- 
tion proceedings.  This  eliminates  a  requirement  hardly  to  be  elsewhere  escaped. 
Furthermore,  the  location  is  still  at  the  verge  of  the  rapidly  expanding  busi- 
ness area  and  is,  consequently,  obtainable  at  a  comparatively  low  figure,  prob- 
ably not  to  exceed,  at  present  valuation,  .?3,500,000,  including  the  new  streets, 
avenues  and  plazas  immediately  connected  therewith.  By  the  sale  of  the  prop- 
erty of  the  city  and  county  in  the  southern  part  of  the  city,  if  such  sale  were 
found  advisable,  this  figure  would,  doubtless,  be  reduced  nearly  one-third. 

Another  phase  of  the  question  arises  in  connection  with  the  conversion  of 
so  large  a  space  to  other  than  definite  business  uses.  Fortunately,  the  setting 
apart  of  the  necessary  amount  of  land  at  the  location  proposed,  now  or  in  the 
near  future,  will  not  be  a  hindrance  to  the  expansion  of  business,  since  it  lies 
where  two  streams  of  business  extension  and  traffic  divide  naturally  to  reach, 
respectively,  the  district  overlooking  the  bay  on  the  west  and  Lake  Union  basin 
on  the  east.  This  is  especially  so  since  the  nature  of  the  traffic  and  business 
following  these  respective  channels  will,  in  all  probability,  be  of  different  char- 
acter, that  along  the  Sound  tending  to  office  and  retail  activities,  and  that  to- 
ward Lake  Union  to  heavy  merchandising. 

At  no  other  point  in  the  probable  future  business  area  can  the  amount  of 
land  necessary  to  provide  for  a  center  of  suitable  amplitude  on  practical  grades 
be  obtained  without  interference  with  the  natural  flow  of  public  and  private 
activities. 

By  comparison  with  centers  planned  for  many  cities  of  the  size  of  Seattle, 
it  is  found  that  the  area  here  allotted  is  of  modest  dimensions.  The  open  area 
at  Cleveland,  as  well  as  at  St.  Louis,  is  as  wide  as  the  proposed  plaza  and 
three  or  four  times  its  length,  and,  in  the  case  of  those  towns,  it  is  intended  to 
construct  their  public  buildings  outside  of,  but  facing  upon,  such  area.  Al- 
though this  selection  is  deemed  ample  for  the  needs  of  the  city,  it  may  be  inter- 
esting, by  way  of  comparison,  to  note  that  were  the  construction  of  a  center 
attempted,  of  equal  amplitude,  in  connection  with  the  city's  property  at  Third 
Avenue  and  Yesler  Way,  it  would  extend  from  Yesler  Way  to  Columbia 
Street  and  from  First  to  Fourth  Avenues,  including  surrounding  streets. 

Yet,  to  set  aside  a  lesser  area  would  simply  be  to  defeat  the  purpose  of  such 
reservation,  because  it  would  not  furnish  space  for  the  same  neighborhood  in 
the  years  to  come.  But  the  city's  occupation  of  such  an  area,  or  even  a  small 
fraction  of  it,  near  Third  Avenue  and  Yesler  Way,   is   prohibitive,   both   on   ac- 


40  PLAN    OF     SEATTLE 

count  of  tlio  trciiicndous  cost  of  its  purcliasp  and,  evon  more,  for  the  important 
reason  that  it  lies  at  an  angle  of  the  triangle  of  the  liusiness  area  through  whose 
narrow  limits  must  continue  to  pass  an  ever-increasing  traffic,  and  where  com- 
mercial  property   will  much  better  serve  the  ultimate  needs  of  the  city. 

The  interruption  of  the  flow  of  business  just  here,  by  the  interposition  of 
an  adequate  Civic  Center,  would  be  an  unwise  enterprise.  Space  will  be  so 
necessary  for  commercial  jiurposes  that  it  would  seem  at  the  present  time  un- 
warranted to  reserve  even  the  blocks  now  owned  by  the  county  and  city  at 
Yesler  Way  and  Third  Avenue,  although  the  very  fact  of  the  congestion  at  this 
point,  increasing  with  the  growtli  of  the  city,  makes  it  desirable  that  these  small 
sections  be  kept  free  for  breathing  spaces  in  the  densely  built  up  and  crowded 
town  of  the  future. 

A  Civic  Center  which  is  to  signify  the  character,  the  force  and  the  confi- 
dence of  a  city  like  Seattle,  where  only  the  loss  of  the  commanding  qualities 
she  has  always  possessed  can  delay  a  wonderful  advance  to  prominence  among 
world  cities,  must  be  more  than  a  makeshift — it  must  have  the  air  of  far-seeing 
urbanity  which  cannot  be  manifested  within  narrow  limits. 

Such  a  location  is  the  one  proposed  at  Fourth  Avenue  and  Blanchard 
Street.  Not  interfering  with  the  natural  trend  of  business  advancement,  it 
yet  occupies  a  site  serving  all  the  people  with  impartiality.  It  has  a  magnifi- 
cent setting,  visible  from  all  the  environing  hills  and  from  the  harbor  and 
Puget  Sound.  To  appreciate  its  full  significance,  one  has  but  to  regard  its  in- 
spiring possibilities  from  the  surrounding  heights  or  from  just  beyond  the 
immediate  harbor  line.  Equipped  with  buildings  worthy  of  a  city  destined  to 
rank  amoug  the  great  world  ports,  the  voyager,  approaching  the  busy  water 
frontage  of  the  coming  days,  must  find  Seattle  almost  without  peer  in  gracious 
visual  command. 

Not  less  impressive  would  be  the  view  within  and  from  the  Center  itself. 
Detached  from  structures  of  more  ordinary'  character,  by  a  circumferential 
thoroughfare,  its  noble  buildings  would  emphasize  the  natural  and  exceptional 
beaut}'  and  dignity  of  their  environments. 

With  Mount  Rainier  looming  over  the  city  on  the  south,  the  rising  ter- 
races of  encircling  hills,  the  lofty,  snow-capped  Olympic  peaks  closing  the  west- 
ward view  beyond  a  harbor  unsurpassed,  it  would  appear  that  greater  oppor- 
tunities for  high  and  permanent  distinction  never  fell  within  the  privilege  of 
a  municipality.  No  more  extravagant  is  the  hope  of  the  culmination  of  this 
project  than,  but  a  few  years  ago,  would  have  seemed  the  prophecy  of  Seattle's 
existing  actuality. 

With  breadth  of  vision  and  steadfast  purpose,  with  a  disregard  of  purely 
self-seeking  interest,  in  considei-ation  of  the  Good  of  the  Whole,  before  her 
citizens  realize  it,  Seattle  will  have  accomplished  these  things,  and  she  will  have 
translated  her  commercial  and  civic  activities,  her  ambitions  and  determinations, 
into  terms  of  Art.  Art  in  its  truest  and  highest  significance,  "The  Doing 
Well  of  What  Needs  to  p.e  Done." 


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Schmitz   Park  Scene,   Seattle 


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THE  r'PARK  .,]^oWp  ' 'PROJECT 

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Fairmont  Park  Entrance  to  City  Hall,  Philadelphia 


Park  Improvements 

THE  general  plan  prepared  by  Olmsted  Brothers,  under  which  park  and 
boulevard  development  is  now  proceeding,  covers  the  situation  so  thor- 
oughly within  the  present  city  boundaries  that  nothing  need  here  be  pro- 
posed in  the  way  of  extensions.  IJeyond  the  city  limits,  however, 
in  the  territory  over  which  the  future  "Greater  Seattle"  must  spread,  park- 
ing features  will  be  required  and  should  be  liberallj-  provided  for  well  in  ad- 
vance of  the  city's  expansion.  Some  selections  for  such  park  and  boulevard 
locations  have  been  made  and  their  general  description  follows:  The  develop- 
ment of  the  public  school  system  has  been  so  marked,  and  the  public  play- 
ground idea  has  won  such  proper  i*ecognition,  that  there  is  an  increasing  and 
just  demand  for  more  playground  area  within  the  present  city  limits.  Selec- 
tions for  this  purpose  have  tiierefore  been  made  both  within  the  present  city 
and  in  the  outer  districts  over  which  municipal  expansion  is  expected. 

PARKS 

The  following  tracts  have  been  selected  and  are  suggested  for  park  areas 
outside  present  city  limits.  Detail  legal  descriptions  are  set  forth  in  Appen- 
dix No.  2,  with  corresponding  tract  numbers.  Only  general  descriptions  of  lo- 
cations and  principal   features  are  here  given. 

(1)  A  site  comprising  235  acres,  situated  just  north  of  Richmond  Reach. 
Snohomish  County,  which  includes  half  a  mile  of  salt  water  frontage  and  runs 
back  to  elevation  of  about  three  huntlred  feet  above  sea  level.  Its  precipitous 
bluff  and  numerous  small  gulches  lend  them.selves  to  scenic  park  development. 
The  tract  is  of  no  great  value  for  other  purposes. 

(2)  A  tract  of  150  acres  lying  on  the  north,  east  and  south  shores  of  Lake 
Ballinger,  which  combined  with  the  small  island  in  the  lake,  is  capable  of  most 
attractive  development.  This  site  is  located  so  as  to  be  conveniently  reached  by 
both  ordinary  highways  and  park  boulevard  development,  as  well  as  by  electric 
railway  transportation.     This  site  is  also  in  Snohomish  County. 

(3)  A  sightly  area  of  475  acres  just  north  of  Lake  Washington,  covering 
a  commanding  hill  overlooking  the  country  in  all  directions,  with  a  clear  vista 
southward   over  the   whole  length  of  the  lake. 

(4)  A  tract  of  40  acres  located  on  the  high  ground  approximately  a  mile 
and  a  half  south  of  Richmond  Beach,  which  contains  some  forest  desirable  for 
preservation,  has  a  commanding  view  of  the  Sound,  and  can  be  easily  reached. 

(5)  A  tract  of  28  acres,  well  suited  to  park  and  parking  puri)ose.s,  lying 
along  both  sides  of  a  gulch  about  one-half  mile  west  of  Denny  Station  on  the 
Seattle-Everett  Internrban.  and  also  on  both  sides  of  Highway  No.  30.  The 
growth  of  small  fir  and  other  trees  is  particularly  pleasing,  and  a  desire  to  pre- 
serve their  natural  beauty  prompted  the  selection  of  this  site. 

(6)  A  tract  of  150  acres  situated  at  the  crossing  of  Central  Avenue  and 
Highway  No.  31.  Some  very  beautiful  and  well-preserved  tiinber  will  serve 
to  make  this  a  valuable  park  acquisition  with  but  little  im])rovement  necessary. 

(7)  A  tract  of  100  acres  located  just  north  of  the  junction  of  Highways 


42  PLAN    OF     SEATTLE 

Nos.  33  and  30,   commanding  a  view  of  Lake  Wasliington  to  the  eastward  and 
including  a  strip  leading  down  to  the  lai<(',  through  which  a  small  stream  Hows. 

(8)  A  site  of  200  acres  on  the  east  side  of  Lake  Washington  between 
Bothell  and  Juanita  l>ay.  It  controls  a  commanding  view  to  the  northwest  and 
over  the  greater  part  of  Lake  Washington  to  the  southward. 

(9)  A  tract  of  (iO  acres  at  the  junction  of  Central  Avenue  and  Highway 
No.  33.  This  site  includes  a  very  desirable  area,  covered  with  a  pleasing  and 
natural  growth,  including  fir  and  cedar  timber  of  considerable  size.  It  would 
require  but  little  improvement  for  park  purposes. 

(10)  A  tract  of  05  acres  encircling  Bitter  Lake.  The  topography  is  adapt- 
able to  most  attractive  park  development.  It  is  easily  accessible  by  highway,  boule- 
vard and  electric  railway. 

(11)  A  tract  of  50  acres  at  the  intersection  of  Highway  No.  33  and  the 
Old  Bothell  Road.  Including  as  it  does  both  sides  of  a  small  stream,  this  loca- 
tion offers  desirable  parking  opportunities. 

(12)  An  area  of  400  acres,  including  one  and  one-half  miles  of  Puget 
Sound  frontage  directly  north  of  the  present  city  limits.  This  tract  readies  back 
over  the  rugged  bluff  to  an  elevation  of  250  feet  above  tlie  water.  Altogether 
it  presents  great  possibilities  of  unique  and  varied  park  development. 

(13)  A  tract  of  05  acres  lying  along  Highway  No.  33  between  its  junc- 
tions with  Highways  Nos.  14  and  32.  Covering  both  sides  of  a  ravine,  this  site 
has  desirable  native  growth  worthy  of  preservation,  and  is  accessible  by  four 
main  arterial  highways  from  four  directions. 

(14)  An  area  of  100  acres  on  the  ridge  east  of  Kirkland,  just  south  of 
the  "State  Aid  Road."  It  contains  fine  timber  and  other  native  growth  valu- 
able for  park  purposes,  and  the  site  would  require  but  little  im])rovemeut. 

(15)  A  small  park  area  of  22  acres  on  the  ridge  east  of  the  Ravenna  School 
in  the  approximate  vicinity  of  Thirty-fifth  avenue  Northeast  and  East  Seventy- 
fifth  Street. 

(10)  An  area  of  15  acres  immediately  enclosing  the  Green  Lake  Interme- 
diate Reservoir. 

(17)  Eighteen  acres  surrounding  the  Green  Lake  Low  Service  Reservoir. 

(18)  One  hundred  eighty-five  acres  occupying  the  high  ground  on  the  north 
end  of  Mercer  Island. 

(19)  An  area  of  100  acres  on  the  hill  west  of  Renton,  overlooking  the 
valley,  Lake  Washington  and  Mercer  Island. 

(20)  Twenty -seven  acres,  near  Highway  No.  58  at  river  crossing,  in  the 
vicinity  of  Black  River  Junction.  This  area  will  be  bordered  on  three  sides  by 
main  highways. 

(21)  Sixteen  acres  lying  on  the  south  shore  of  Lake  Burien. 

(22)  A  beautiful  and  commanding  area  of  100  acres,  including  the  high 
ground  at  Three  Tree  Point,  with  about  1,250  feet  of  salt  water  frontage  along 
the  southerly  shore  line.  The  tract  reaches  back  upon  the  high  ground  to  an 
elevation  of  400  feet  above  the  Sound.  It  contains  a  wealth  of  natural  growth 
admirable  for  park  uses,  and  will  require  but  slight  improvement  to  become  very 
attractive. 

PARKWAYS 

(a)  An  extension  along  the  West  Seattle  waterfront  of  the  proposed 
parkway   of   the   Olmsted   system,   from    Fauntleroy  Cove  to  the  proposed  park 


PARK    IMPROVEMENTS  43 

at  three  Tree  Point.  This  suggestion  simply  continues  the  parkway  of  the 
Olmsted  plan  southei-ly  along  the  shore  line  to  the  limit  of  the  civic  area  cov- 
ered by  this  report.  The  width  of  this  parkway  should  be  from  300  to  500 
feet,  as  indicated  on  Map  No.  3.  At  a  few  jwints  it  should  be  even  wider, 
affording  necessary  area  for  the  proper  development  of  roadways  where  gulches 
occur. 

(b)  A  parkway  from  the  upper  portion  of  Three  Tree  Point  Park,  lead- 
ing easterly  on  a  slightly  different  line  from  the  main  highways,  to  the  vicinity 
of  the  Duwamish  River,  about  one  mile  from  the  mouth  of  Black  River.  This 
parkway  requires  a  strip  from  300  to  500  feet  wide  and  is  susceptible  of  similar 
development  to  other  parkways  proposed  by  present  city  plans. 

BOULEVARDS 

In  connection  with  the  arterial  highway  system  certain  routes  offer  easy 
and  direct  connections  between  proposed  park  areas.  It  is  therefore  suggested 
'that  these  arteries  be  considered  as  boulevards,  combining  parkway  features 
with  those  of  traffic  streets.  For  this  purpose  a  width  of  at  least  KiO  feet 
should  be  provided,  to  be  subdivided  as  may  be  found  desirable,  particular  ref- 
erence being  given  to  the  planning  of  the  roadways  so  as  to  permit  widening 
when  found  necessary.  The  areas  adjacent  to  both  the  parkway  and  traffic 
roads  should  be  reserved  mainly  for  grass  and  shrubs,  planting  trees  in  such 
locations  only  as  will  enable  the  future  development  of  roadways  to  be  made 
with  the  greatest  freedom  when  traffic  demands,  the  first  construction  being  kept 
to  a  minimum  width,  so  as  to  reduce  cost. 

It  is  suggested  that  this  plan  of  boulevard  improvement  be  applied  to  the 
following  highways,  and  that  their  width  be  made  IGO  feet  for  this  purpose: 

(c)  Central  Avenue,  from  its  junction  with  Highway  No.  33  north  to  the 
Snohomish  County  line. 

(d)  Highway  No.  30,  from  Eighty-fifth  Street  to  its  junction  with  Central 
Avenue. 

(e)  Highway  No.  33,  from  Eighty-fifth  Street  to  Bothell;  also  on  its  west 
branch  to  a  junction  with  Central  Avenue. 

(f)  Highway  No.  36,  from  Eighty-fifth  Street  to  a  junction  with  Highway 
No.  33. 

(g)  Highway  No.  62,  from  Bothell  to  Renton. 

(h)  Highway  No.  65,  from  a  junction  with  Highway  No.  63  just  south 
of  Northup,  leading  around  near  the  waterfront  to  a  connection  with  Highway 
No.  62  at  a  point  east  of  the  mouth  of  Mercer  Slough. 

(i)  Highway  No.  24,  along  the  west  shore  of  Lake  Washington.  This 
may  appear  to  conflict  with  the  parkway  outlined  in  the  Olmsted  plan,  but  is 
not  so  intended.  It  should  be  developed  in  harmony  with  the  present  and  future 
plans  of  the  Board  of  Park  Commissioners  of  Seattle. 

(j)  There  are  a  number  of  wide  cross  streets  in  the  tide  flat  section,  such, 
for  instance,  as  Holgate  and  Hanford  Streets,  which  will  not  be  required  for  full 
width  use  in  certain  sections  for  many  years  to  come.  They  might  economi- 
cally, and  with  advantage  to  that  industrial  and  railway  section,  be  originally 
improved  with  central  glass  plats  and  shrubbery;  a  series  of  miniature  parks 
being  thus  produced  which  can  be  obliterated  as  necessity  demands. 


44  PLAN     OF     SEATTLE 

Siiuilarly  there  are  at  least  two  larjjje  open  places,  ori{»inally  provided  for 
possible  railway  connections  by  easy  cnrves,  at  the  intersections  of  Second 
Avenue  South  and  Spokane  Street,  and  at  Holgate  Street  westward  from  Oc- 
cidental Avenue.  These  may  well  be  ])lanned  for  inija-ovcnient  when  tracks  are 
elevated,  the  I'ark  Board  to  take  charge  of  them  and  improve  and  maintain 
them  for  an  indefinite  period  as  attractive  and  healthful  breathing  spots  amid 
the  surroundings  of  industry  and  commerce. 

PLAYGROUNDS 

More  or  less  of  private  effort  has  always  been  directed  toward  the  ameliora- 
tion of  conditions  among  children  who  from  necessity  or  other  circumstances 
live  in  the  thickly  settled  districts  of  large  cities.  Well  directed  effort  has 
shown  commendable  results  in  the  way  of  supplying  diversion  from  the  dearth 
of  interest  and  occupation  engendered  by  the  conditions  in  which  man}'  children 
are  compelled  to  live. 

So  far  as  this  voluntary  private  effort  has  gone,  its  results  have  been  a 
source  of  gratification  and  encouragement  to  those  who  have  undertaken  such 
activities.  It  has,  however,  gone  far  enough  to  convince  many  people  that  the 
conditions  surrounding  childhood  determine  in  a  large  measure  the  character  of 
the  man ;  that  childhood  environment  actually  counteracts  inborn  characteristics 
and  tendencies;  that  to  improve  conditions,  even  for  a  portion  of  the  child's 
waking  hours,  is  a  powerful  factor  in  the  evolution  of  the  best  that  is  in  him. 

Conditions  most  pitiable,  precluding  the  development  of  any  proper  indi- 
viduality, have  changed  the  whole  mental  and  moral  focus  of  children  thus 
environed,  and  placed  them  in  the  path  which  leads  to  their  punishment  as 
offenders  against  the  rights  of  law-abiding  citizens. 

Asylums  and  i)aternal  institutions,  where  unfortunate  children  are  reared 
in  a  secluded  community,  have  long  existed  and  have  sought  to  supply  the 
training  otherwise  unprovided  for  such  children.  It  has,  however,  become  a 
matter  of  comi)aratively  recent  experience  and  conclusion  that  these  institutions 
and  others  of  their  class  have  awakened  to  the  underlying  need  of  the  child 
nature  for  those  diversions  which  the  conditions  referred  to  preclude.  It  is 
only  necessary  to  reflect  that  the  same  inherent  possibilities  dwell  in  the  soul  of 
the  most  forlorn  waif  as  in  that  of  the  child  born  to  more  fortunate  circum- 
stances. 

It  has  remained  for  this  epoch,  which  has  witnessed  the  greatest  indus- 
trial improvements  and  is  opening  to  all  classes  an  immeasurably  broader  view 
of  life  and  enlarged  opportunities,  to  intolligentlj'  supply  just  that  supreme 
childhood  need  to  those  who  are  born  to  conditions  without  the  possibility  of 
a  normal  child  life,  than  which  nothing  can  be  more  beautiful.  From  the  altru- 
istic work  to  improve  childhood  environment,  the  beneficial  effects  have  at  least 
compelled  recognition  of  the  fact  that  in  no  other  way  can  more  abiding  results 
be  secured. 

The  taxpayer  now  knows  by  statistics  of  unquestioned  accuracy  that  the 
maintenance  of  places  of  healthful  exercise,  amusement  and  self-improvement 
for  those  who  would  otherwise  pass  their  formative  years  in  adverse,  and  pos- 
sibly degrading,  circumstances,  is  more  profitable  than  that  of  reformatory  in- 
stitutions for  children  and  penitentiaries  for  adults. 

The  movement  to  interest  and  benefit  children  in  cities  has  not  stopped 
with  the  procurement  of  playgrounds,  but  apparatus  and  facilities  for  the  di- 


PARK    IMPROVEMENTS  45 

versiou  uot  only  of  the  children  hut  also  of  adults  have  been  introduced. 
Training  and  instruction  is  i)rovided,  along  with  care  and  safeguards.  Those 
who  learn  to  play  well  will  be  more  apt  to  work  with  a  purpose.  The  applica- 
tion to  playground  training  and  practices  of  the  principles  evolved  in  connection 
with  the  work  of  teaching  the  useful  trades,  while  uot  forcing  the  child's  efforts, 
will  go  far  to  inii)ress  the  lesson  that  amusements  which  ]troduce  tangible  re- 
sults are  more  satisfactory  than  those  which  are  aimless,  even  though  requiring 
the  same  amount  of  effort. 

At  least  a  threefold  benefit  accrues  to  the  public  from  the  development  of 
public  playgrounds,  viz.:  the  arrest  of  disease  and  vice;  a  constantly  decreasing 
prison-roll;  the  preparation  of  a  generation  of  u.seful,  law-abiding,  industrious 
citizens.  It  has  been  abundantly  proved  that  these  results  follow  such  provi- 
sions for  the  child's  welfare. 

Who  can  estimate  the  benefit  the  child  thus  receives?  One  has  only  to  visit 
a  few  of  the  well-organi/ed  playgrounds  in  this  city  to  see  how  a  child's  whole 
existence  can  be  revolutionized  by  the  intelligent  direction  of  those  in  charge. 
All  sorts  of  rational  exercises  and  amusements  are  provided  to  fill  hours  which 
might  otherwise  have  been  spent  in  wretched  diversions.  A  picture  of  the 
conditions  from  which  such  public  playgrounds  may  spare  the  child  need  not 
be  drawn.  Every  one  has  seen,  and  too  many  have  experienced,  the  conditions 
surrounding  the  children  in  crowded  centers. 

Seattle,  while  not  feeling  the  stress  of  necessity  in  this  respect  so  apparent 
in  older  and  more  crowded  communities,  has  already  done  much  to  improve  the 
conditions  surrounding  childhood,  just  as  has  been  provided  a  splendid  school 
system  for  the  training  of  her  youth.  With  a  rapidly  increasing  population, 
constant  watchfulness  and  anticipation  of  needs  is  necessary  if  these  provisions 
for  the  children  are  to  multiply  with  the  rate  of  population. 

Widely  separated  parks  do  not  perform  the  functions  of  the  playground. 
With  the  growth  of  the  city  care  should  be  taken  that  numerous,  even  though 
comparatively  small,  areas  be  acquired  for  the  benefit  of  children  who  will  soon 
be  her  active  and  controlling  citizens.  The  quality  and  direction  of  their  activ- 
ities will  depend  largely  upon  their  early  environment  and  opportunities  for 
healthful  recreation. 

For  the  reasonable  and  progressive  development  of  playgrounds  for  the 
present  and  future  City  of  Seattle,  the  following  sites  have  been  selected  and 
the  general  description  follows,  detail  legal  description  being  set  forth  in  Ap- 
pendix No.  2,  with  corresponding  tract  numbers:  Following  consecutively 
those  used  heretofore  in  listing  tracts  selected  for  park  purposes,  Nos.  1  to  22 
already  applied  to  park  tracts. 

(23)  A  tract  of  ten  acres  about  two  and  one-half  miles  south  of  the  Sno- 
homish County  line  near  the  Seattle-Everett  interurban  line. 

(24)  A  ten-acre  tract  one  mile  northeast  of  the  Green  Lake  Intermediate 
Keservoir,  enclosing  the  ground  now  occupied  for  school  purposes  in  that  loca- 
tion. 

(25)  Blocks  133,  130,  145  and  140  of  Central  Addition  to  Kirkland. 

(20)  A  small  park  and  playground  area  of  about  fifteen  acres  at  the  junc- 
tion of  Highway  No.  02  and  a  main  highway  leading  southeast  toward  New- 
castle.    This  site  is  outside  the  region  covered  by  this  report. 

(27)  A  ten-acre  tract  near  the  intersection  of  Thirty-fifth  Avenue  South- 
west and  West  Graham  Street. 


4G  PLAN     OF     SEATTLE 

(28)  A  tract  of  uino  and  one-half  acres  near  Thirty-sixth  Avenue  South- 
west and  West  IJartou  Street. 

(2U)  A  park  and  playground  tract  of  fiiirty-seven  acres  lying  east  of  High- 
ways Nos.  45  and  4G  and  enclosing  a  small  lake  in  Sections  (J  and  7,  T.  23  N., 
R.  4  E. 

(30)  A  ten-acre  tract  just  east  of  Highway  No.  (i  and  about  midway  be- 
tween the  junction  of  Highways  Nos.  55  and  4(;. 

(31)  A  tract  of  thirteen  acres  lying  west  of  Highway  No.  5(),  between 
Highways  Nos.  55  and  57. 

(32)  An  area  of  nine  and  one-half  acres  in  enlargement  of  the  present 
school  ground  southwest  of  Foster  Station. 

(33)  An  area  of  fourteen  acres  for  jiark  and  playground  purposes,  includ- 
ing the  ground  already  occupied  by  the  Renton  High  School. 

(34)  A  park  or  playground  tract  of  about  six  acres  lying  just  north  of 
Cedar  River  and  west  of  the  Columbia  and  Puget  Sound  Kaihvay  at  Kenton. 
This  would  be  an  attractive  and  popular  place  of  assembly  for  the  residents  of 
Renton. 

(35)  Ten   acres,   including  the   ]iresent  school  property  at  Sunnydale. 

SUBURBAN      B  O  U  L  E  V  A  R  1)  S 

Seattle  enjoys  a  scenic  location  possibly  unparalleled  by  any  city  of  the 
world.  The  Cascade  and  Olympic  ranges  are  the  borders  of  a  landscape  as 
varied  in  its  natural  features  as  any  similar  area  upon  the  globe.  Combined 
with  an  unequaled  summer  climate,  Seattle,  sitting  upon  her  hills  amid  this 
wealth  of  scenic  environment,  should  develop  as  the  tourist  center  as  well  as 
the   commercial   metropolis   of   the   Pacific   Northwest. 

To  accomplish  this  and  to  serve  the  Seattle  of  tomorrow,  with  a  million 
or  more  population,  it  will  be  necessary  that  boulevards  or  good  roads,  as 
extensions  of  boulevards  outside  the  metropolitan  area,  be  constructed  and  main- 
tained to  the  various  points  of  beauty  and  interest.  Whether  this  work  be  done 
by  city,  county  or  state,  or  by  co-operation  between  them,  need  not  be  discussed 
here.  A  few  suggestions  will  indicate  the  wealth  of  possibilities  in  this  respect. 
The  following  should  form  at  least  a  part  of  a  system  of  suburban  boulevards: 

(1)  An  extension  to  and  around  Lake  Sammamish  and  on  to  upi)er  Sno- 
qualmie  Falls. 

(2)  Up  Cedar  River  Valley  from  Renton  to  Cedar  Lake;  encircling  the 
lake  and  crossing  the  Cascade  summit  to  Lakes  Keechelus  and  Kachees;  spur 
to  Stampede  Pass  and  Snowshoe  Butte,  the  highest  accessible  outlook  in  this 
Cascade  summit  region;  also  a  spur  to  Snoqualmie  Pass. 

(3)  From  the  Cedar  River  Road,  via  Rattlesnake  Prairie,  to  Salal 
Prairie,  thence  up  the  Middle  Fork  of  the  Snoqualmie  River,  connecting  with 
the  road  from  Lake  Sammamish  at  Salal  Prairie.  Upon  the  Middle  Fork  will 
be  found  mountain  scenery  on  the  grandest  scale. 

(4)  A  boulevard  to  Tacoma  along  the  crest  of  the  bluff  overlooking 
Puget  Sound. 

(5)  A  boulevard  to  Mt.  Rainier  National  Park. 

(6)  Combination  of  land  and  water  routes  to  Lake  Cushman,  Lake  Cres- 
cent and  other  attractive  Olympic  Peninsula  points. 

The  mountain  roads  should  be  not  less  than  twenty-four  feet  wide,  well 
drained  and  thoroughly   well   built,   and  so  located  as  to  occupy  points  of  van- 


PARK    IMPROVEMENTS  47 

tage  where,  from  small  concourses,  views  may  be  had  which  will,  in  most  cases, 
be  of  surpassing  interest.  In  this  regard.  Cedar  Lake  is  destined  to  add  to  its 
fame  as  the  source  of  purest  water  and  of  electric  light  and  power,  that  of 
entrancing  scenes  which  lessen  the  care  and  fret  of  life.  There  may  be,  some- 
where, a  lake  which  exceeds  this  in  grandeur,  but  where  can  one  be  found  which 
presents  scenes  of  more  picturesque  beauty?  The  wooded  slopes  reaching  from 
the  lake  to  the  summits  of  the  giant  spurs  and  of  the  Cascade  Range,  with 
their  depressions,  bold  headlands  and  promontories,  inspire  one  with  a  sense  of 
rest  and  peace  and  with  the  thought  that  "The  groves  were  God's  first 
Temples."  The  city  should  preserve  these  forests  in  primeval  glory  by  remov- 
ing only  the  very  mature  trees. 

So  long  as  human  iiabitations  are  not  permitted  in  this  region,  there  is  not 
the  slightest  reason  why  the  road  should  not  be  built  and  used  under  restric- 
tions that  would  preclude  any  tendency  to  water  contamination. 

Snowshoe  Butte  stands  in  the  Cascade  Range  slightly  southwest  of  Stam- 
pede Pass,  and  distant  therefrom  possibly  two  miles.  The  Northern  Pacific 
skirts  its  base  eastward  from  Weston  three  miles.  If  in  this  vicinity  one 
leaves  the  train  and  climbs  the  slope,  the  summit  of  Snowshoe  Butte  will 
eventually  be  reached.  Here  grand  mountain  views  can  be  had  in  all  direc- 
tions, while  looking  southwestward  the  vast  bulk  of  Mount  Rainier,  hoary  with 
its  thousand  ages,  lifts  its  form  far  above  environing  peaks.  This  grand  scene 
is  awe-inspiring,  like  that  from  Inspiration  Point  in  the  Yosemite,  and  the  be- 
holder in  this  great  solitude  is  deeply  impres.sed  with  a  sense  of  the  Infinite 
Presence  and  begins  to  understand  why  the  native  Indian  had  but  one  God — 
the  "Great  Spirit." 

Seattle  should  have  these  mountain  roads  for  the  education,  the  joy  and 
recreation  of  her  own  people,  and  for  her  guests  who  come  from  afar — even 
from  beyond  the  sea — to  gain  health  and  strength,  both  of  body  and  soul, 
amidst  these  scenes  of  wonder  and  beauty. 

PARK  COMPARISONS  AND  SUMMARY 

Seattle  now  has  940  acres  of  park  areas,  improved  and  unimproved,  within 
the  city  limits;  also  73  acres  of  playground  areas  and  50  acres  in  boulevard 
parking  features,  public  squares  and  triangles.  Altogether  there  is  a  total  of 
1,003  acres  devoted  to  park  and  playground  purposes  within  the  38,157  acres 
of  land  in  the  present  city  limits. 

This  report,  covering  an  added  area  of  about  57,000  acres,  proposes  an 
addition  of  2,069  acres  of  park  areas,  161  acres  for  additional  playgrounds,  and 
about  200  acres  in  the  park  portions  of  the  proposed  boulevards  and  con- 
courses. Approximately  3,000  acres  are  thus  proposed  to  be  devoted  to  park 
and  playground  purposes  in  this  area  of  expected  municipal  expansion. 

In  comparison  with  other  cities,  this  is  not  a  large  i>roportion  for  park 
areas.  There  are  cities  of  less  population  and  less  area  than  Seattle  which  have 
a  far  greater  proportionate  park  area.  Several  cities  have  as  great  an  area  in 
a  single  park  as  that  included  in  the  Olmsted  plan  and  in  this  report  for  Seattle. 
It  would  indeed  be  a  fitting  climax  to  all  park  possibilities  and  commensurate 
with  the  greatness  of  her  opportunity  and  destiny,  if  Seattle  should  ultimately 
acquire  IMercer  Island  and  set  aside  this  4,000  acres  as  an  island  park — a  peo- 
ple's playground,  \\orthy  of  the  city  of  millions  which  will  some  day  surround 
Lake  Washington. 


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Municipal  Pleins  Commission 

City  of  Seattle 
Suggestions  for  treatment 

of 

STREET  INTERSECTIONS 


Various  points  in  the  City 


Scale 

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O       I       83*56789    lOOOFeel 
September  I9II.  Virgil  G.  Bogue  Engineer. 


PLATE    NO.  7 


Waterloo    Palace.    London. 


Rue  Leys.  Antwerp 


rioard  of  Trade  Building,   Marseilles 


Avenue  de   I'OpLra,    Paiis 


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I'tMlKon,  Paris 


Municipal  Decorations 

STREET     INTERSECTIONS     AND     CONCOURSES 

STREET  intersections  are  points  of  natural  traffic  congestion.     In  busy  dis- 
tricts they  should  be  expanded  to  relieve  this  condition   wiiich  grows  rap- 
idly worse  with  the  increase  of  population.     At    the    1!)10    Town    Planning 
Conference  in  London  a  speaker  vividly  described  the  wasteful  results  of  a 
certain  nearby  street  intersection,  as  follows : 

"At  this  moment  some  hundreds  of  people,  witiiin  a  hundred 
yards  or  so  of  this  spot,  and  dozens  of  motors,  horses  and  vans,  and 
pounds  and  pounds  worth  of  goods  are  all  being  held  up  in  order  to 
allow  other  people,  horses  and  goods  which  have  just  done  their  turn 
at  wasting  time,  to  pass." 

The  character  of  these  spaces  will  vary  greatly  from  the  simple  right 
angle  intersection  of  streets  in  residence  districts  to  the  great  centers  of  diverg- 
ing avenues  ai'ound  which  will  develop  local  business  activities  and  through 
which  principal  traffic  routes  will  pass. 

In  the  latter  locations  open  spaces  of  ample  size  to  accommodate  a  con- 
stant flow  of  traffic  siiould  be  provided.  A  studied  treatment  of  building 
facades  will,  in  such  cases,  serve  best  to  give  interest  and  distinc-tion.  Sug- 
gestions for  such  points  of  intersection  are  illustrated  in  Sketches  A  and 
B,  on  Plate  No.  7. 

Intersections  wiiich  are  incidental  to  the  crossing  of  main  traffic  lines 
in  residence  districts  or  in  localities  not  centers  of  large  business  may  prop- 
erly receive  a  less  severe  treatment  and  thus  serve  as  community  lireathing 
spaces  and  minor  shoi)ping  centers.  Sketches  C  and  D,  I'late  No.  7,  illustrate 
possibilities  in  such  cases. 

Sketch  E,  Plate  No.  7,  suggests  a  method  of  relieving  congestion  where 
for  a  distance  heavy  traffic  arteries  coincide,  providing  a  jMiint  of  interest  for  the 
surrounding  ncighboriiood  and  greatly  enhancing  the  desirability  of  abutting 
properties. 

Suggosticm  also  is  offered  for  a  park  approach  in  Sketch  F,  Plate  No.  7.  Tiie 
lack  of  relation  between  nmnj'  city  parks  and  their  approaclies  is  unfortunate 
and  detracts  largely  from  their  effectiveness.  Chicago  has  given  broad  recog- 
nition to  the  desirability  of  attractive  a]i])roaches  to  her  many  parks,  in  many 
cases  connecting  tliem  tiirough  the  built-up  business  sections  of  the  city  by 
parked  boulevards. 

At  the  London  conference  above  referred  to,  Rt.  Hon.  John  Burns  sum- 
med up  the  matter  in  the  following  words : 

"It  is  tiie  wisest  insurance  a  big  city  can  make  to  spend  money 
in  the  development  and  imjirovement  of  the  citizen's  environment. 
In    the    past    property    owners    seem  to  have  thought  that  parsimonj- 


50  PLAN    OF     SEATTLE 

meant  economy.  Therefore  they  narrowed  streets  and  coiitracted 
spaces  and  looked  upon  a  beautiful  vista  as  the  eighth  deadly  sin. 
If  planning  is  neglected  at  the  beginning,  or  badly  done  through 
timidity  or  lack  of  imagination,  it  ]>laces  a  burden  ui)on  progress  for 
fifty  or  a  hundred  years  wiiich  is  paid  for  .seven  or  eight  times  over 
for  the  lack  of  prescience  and  daring." 

Street  and  highway  intersections  where  special  treatment  is  or  will  be 
desirable  arc  marked  "C"  on  the  arterial  highway  Map  No.  2  and  are  located 
as  follows : 

(1)  Intersection  of  Highways  Nos.  30  and  31,  in  Sec.  1,  T.  2(!  N.,  R.  3  E. 

(2)  Intersection  of  east  branch  Highways  Nos.  30  and  31,  in  the  SW^i 
of  Sec.  6,  T.  26  N.,  R.  4  E. 

(3)  Intersection  of  Central  Avenue  and  Highway  No.  34,  in  the  NW14  of 
Sec.  4,  T.  26  N.,  R.  4  E. 

(4)  Intersection  of  Central  Avenue  and  Highway  No.  31,  in  Sec.  8,  T. 
26  N.,  R.  4  E. 

(5)  Junction  of  East  and  West  branches  of  Highway  No.  30,  Sec.  18, 
T.  24  N.,  R.  4  E. 

(6)  Inter.section   of  Highways  Nos.  33  and  36,  Sec.  28,  T.  26  N.,  R.  4  E. 

(7)  Junction  of  East  and  West  branches  of  Highway  No.  36,  in  Sec.  27, 
T  23  N.,  R.  4  E. 

(8)  Intersection  of  Central  Avenue  and  Highway  No.  32,  in  Sec.  31,  T. 
26  N.,  R.  4  E. 

(9)  Intersection  of  Highways  Nos.  2  and  5,  near  Eighth  Avenue  N.  \V. 
and  West  Seventy-fifth  Street. 

(10)  Junction  of  Central  Avenue  and  Highway  No.  10  near  Ashworth 
Avenue  and  North  Eighty-second  Street. 

(11)  Junction  of  Central  Avenue  and  Highway  No.  9,  near  North  Sev- 
enty-first Street  between   Fremont  Avenue  and  West  Greenlake  Boulevard. 

(12)  Intersection  of  Highways  Nos.  2  and  4,  near  Seventeenth  Avenue 
Northwest  and  West  Sixty-second  Street. 

(13)  On  Central  Avenue  (Stone  Way)  and  North  Forty-fifth  Street. 

(14)  The  junction  of  East  and  West  branches  of  Highway  No.  12,  near 
Sixth  Avenue  Northeast,  between  East  Fortieth  and  East  Forty-second  Streets. 

(15)  Junction  of  Highways  Nos.  13  and  38,  near  Twenty-seventh  Avenue 
and  East  Spring  Street. 

(16)  Junction  of  Highways  Nos.  19  and  38,  near  Fourteenth  Avenue,  be- 
tween East  Alder  and  East  Jefferson  Street. 

(17)  Junction  of  Highways  Nos.  78  and  19,  near  East  Spruce  Street 
and  Seventeenth  Avenue. 

(18)  Junction  of  Highways  Nos.  38  and  24,  near  Yesler  Way  and  Ninth 
Avenue. 

(19 1  Intersection  of  Highways  Nos.  13  and  19,  near  Twenty-seventh 
Avenue  South  and  Jackson  Street. 

(20)  IntersectioTi  of  Highways  Nos.  22  and  24,  near  Dearborn  Street 
and  Fourteenth  Avenue  South. 

(21)  Junction  of  Highway  No.  52  and  California  Avenue  near  West 
Alaska  Street. 


MUNICIPAL    DECORATIONS  51 

(22)  Junction  of  Highways  Nos.  41  and  52,  near  Thirty-ninth  Avenue 
Southwest  and   West  Alaslva   Street. 

(23)  Junction  of  Highway  No.  41  and  California  Avenue,  near  West 
Morgan  Street. 

(24)  Junction  of  Highways  Nos.  40  and  45,  near  Twenty-fourth  Avenue 
Southwest  and  ^^'est  Cloverdale   Street. 

(25)  Junction  of  Highways  Nos.  39  and  45,  near  Twentieth  Avenue 
Southwest  and  West  Barton  Street. 

(2G)  Junction  of  Highways  Nos.  45  and  46,  near  small  lalce  in  Sec.  7, 
T.  23  N.,  R.  4  E. 

(27)  Junction  of  Higiiway  No.  6,  and  West  branch  of  Highway  No. 
55,  near  center  of  Sec.  8,  T.  23  N.,  R.  4  E. 

(28)  Junction  of  the  P^ast  and  West  branches  of  Highway  No.  55,  near 
the  South  Quarter  corner  of  Sec.  8,  T.  23  N.,  R.  4  E. 

(29)  Junction  of  Highway  No.  G,  and  East  branch  of  Highv/ay  No.  55; 
the  SEi^  of  Sec.  8,  T.  23  N.,  R.  4  E. 

(30)  Intersection  of  Highways  Nos.  46  and  55,  in  Sec.  17,  T.  23  N.,  R. 
4E. 

(31)  Junction  of  Highways  Nos.  6  and  46,  in  the  SEi/i  of  Sec.  17,  T.  23 
N.,  R.  4  E. 

(32)  Intersection  of  Highways  Nos.  55  and  56,  in  the  North  part  of  Sec. 
9,  T.  23  N.,  R.  4  E. 

(33)  Junction  of  Highways  Nos.  57  and  58,  near  S.  W.  corner  of  Sec. 
14,  T.  23  N.,  R.  4  E. 

(34)  Junction  of  Highways  Nos.  60,  61  and  62,  in  the  SW14  of  Sec.  17, 
T.  23  N.,  R.  5  E. 

(35)  Intersection  of  Highways  Nos.  24  and  61,  in  Sec.  19,  T.  23  N.,  R. 
5E. 

(36)  Intersection  of  Highways  Nos.  56  and  57,  in  the  SW14  of  Sec.  22, 
T.  23  N.,  R.  4  E. 

SPECIAL     CONCOURSES     AND     ESPLANADES 

(37)  Along  the  south  side  of  Higliland  Drive,  between  Second  and  Thii'd 
Avenues  West,  a  concourse  and  esplanade  is  suggested  as  indicated  on  Map 
No.  2.  An  outloolc  l)uilt  up  with  appropriate  constructiou  at  this  location 
would  be  a  striking  feature  from  the  city  and  aflford  a  fine  view  of  the  city 
and  harbor,  easily  accessible  for  both  pedestrians  and  vehicles. 

(38)  At  Elliott  Avenue  and  Blanchard  Street  an  esplanade  is  suggested. 
This  is  in  reality  part  of  the  Civic  Center  design.  Blanchard  Street  is  one  of 
the  radial  lines  from  tlie  Civic  Center  and  otTers  the  shortest  course  to  the 
waterfront.  The  conditions  at  this  proposed  location  are  such  as  to  afford  the 
maximum  of  opportunity  for  a  central  waterfront  outlook.  It  is  peculiarly 
adapted  to  the  convenient  assemblage  of  large  crowds  to  view  water  spectacles. 
Ample  access  to  the  waterfront  for  ])edestrian  traffic  can  also  be  easily  arranged 
at  this  location. 

(39)  At  Duwamish  Head,  on  the  promontory  at  the  north  end  of  Cali- 
fornia Avenue,  an  ample  concourse  with  ade(|uate  outlook  and  park  surround- 
ings, is  suggested.  Here  should  be  located,  whenever  oi»i)ortunity  may  offer, 
the  great  civic  monument  of  Seattle,  typifying  in  some  appropriate  design  the 


52  PLAN    OF     SEATTLE 

s])irit  and  purjtose  of  the  oity.  Such  a  iiioniiiiu'iit  imisf  he  (•((luiiicnsuratc  with 
its  massive  proinoutorv  location,  and  be  to  Seattle  and  I'uget  Sound  that  which 
the  Statue  of  Liberty  is  to  New  York  Harbor. 

HEIGH  T     ( )  F     IJ  U  I  LI)  I  N  G  S 

Some  reference  should  be  made  to  the  limitations  of  the  height  of  build- 
ings. If  there  ever  was  a  time  when  the  evil  effects  of  the  erection  of  sky- 
scrapers was  unappreciated  or  the  consequences  of  that  development  not  clearly 
foreseen  by  ])eople  interested  in  the  sanitary  and  sociological  conditions  of 
our  cities,  that  time  has  long  since  passed.  It  is  apparent  today  to  the  casual 
ol)server.  Some  few  American  cities,  which  by  their  action  give  evidence 
of  being  abreast  of  the  times,  have  regulated  the  height  of  buildings  with  a 
view  to  forestalling  the  evil  conditions  which  obtain  in  the  skyscraper  re- 
gions of  New  York,  Chicago  and  Pittsburg. 

Tlie  argiiuient  for  the  skyscraper  is  that  business  needs  the  accommo- 
dations provided  l»y  high  buildings.  That  this  is  not  true  is  evident  from 
the  fact  that  all  tli<'  l)uildings  of  over  twelve  stories  in  height  in  the  city  of 
New  Ycn-k  would  occupy  sjjace  not  to  exceed  both  sides  of  l'''irst,  Second, 
Tliinl  and  Fourth  Avenues  between  I'esler  Way  and  IMke  Street  in  the  (Mty 
of  Seattle,  and  that  today  in  the  same  district  the  average  height  of  buildings 
is  less  than  four  stories. 

That  tiie  skys(i'a])er  is  unnecessary  is  perfectly  ai)i)arent  from  the  fact 
that  the  great  cities  of  Europe  and  South  America — those  whose  poi)ulation 
ai)]>roaches  or  exceeds  a  million — have  grown  to  their  present  size  and  have 
conducted  a  commerce  equal  to  that  of  our  largest  cities,  without  the  sky- 
scraper as  an  adjunct  and  with  every  a])])arent  indication  that  the  rate  of 
growth  in  commerce  and  populatit)n  will  Ih'  as  rapid  and  as  great  as  that  of 
any  American  city. 

It  is  unnecessary  to  demonstrate  Hie  <ur(ailiueiil  of  daylight  and  fresh 
air  in  the  lower  stories  of  skyscrajjers  or  in  the  streets  flanked  by  them.  The 
contention  tliat  no  such  evil  results  follow  the  skyscraper  is  not  made  with 
st'riousness  today. 

Their  existence  is  due,  solely,  to  tlie  attitude  of  the  American  mind  in 
attaching  more  inqioi-tance  to  individual  projierty  rights  than  to  coMimuiiify 
interest.  Their  i-emoval  can  only  be  brougbl  about  by  a  change  in  the  popular 
conception  of  proper  social  relations.  Such  changes  can  only  be  effected  gradu- 
ally, and  for  that  reason  it  is  futile  to  expect  an  early  and  general  prohil)ition 
of  excessively  high  buildings,  but  it  is  for  the  truly  progressive  cities  to  direct 
and  hasten  this  outcome.  Skyscrapers  do  not  by  any  means  denote  tlie  high- 
est civic  develojimeiit ;  rather  do  they  exeiiiidifv  the  utter  lack  of  considera- 
tion for  the  better  life  of  the  city.  Seattle  should  join  the  list  of  cities  which 
have  adopted  a  limitation  of  building  height — Chicago,  Boston,  Washington, 
BnlTalo,  Cleveland,  Minneai)olis  and  Los  Angeles — and  prevent  the  ills  which 
unlimited  license  in  this  respect  is  sure  to  entail. 

The  majority  of  the  rooms  in  the  skyscrapers  reipiire  to  be  lighted  arti- 
ficially, the  sunlight  being  shut  out,  and  must  also  be  ventilated  artiticially. 
As  a  result,  they  are  lioth  dark  and  dam]),  and  are  therefoi-e  breeders  of 
tuberculosis. 

The  hazard  from  lire  is  so  notorious  that  no  comment  need  be  made. 


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An  Idea  for  a  Civic  Monument  on  Duwamish  Head 


Dock   at    Ilamltuig    {l'>.c   of    Muvablc    trailer) 


Dock  at  Hamburg   (Use  of   Movable  Cranes) 


MUNICIPAL    DECORATIONS  53 

Perhaps  the  most  notifeal)le  of  the  evil  results  is  the  congestion  of  traffic 
occasioned  b}-  the  throngs  attempting  either  to  reach  or  leave  such  centers  at 
the  same  hour.  Were  the  offices  and  places  requiring  such  numbers  of  per- 
sons (listril)uted  over  large  areas,  a  greater  number  of  transportation  lines 
would  be  used  and  the  curse  of  the  rush  hours  caused  to  disappear. 

So  important  is  this  (luestion  from  the  standpoint  of  health,  fire  hazard 
and  congestion  of  transportation,  that  em]>hasis  has  not  been  laid  upon  the 
aesthetic  effects  of  the  unregulated  skyscraper. 

The  height  of  buildings  in  the  city  should  be  fixed  at  an  elevation  pro- 
portionate to  the  open  area  and  if  possible  a  similarity  of  treatment  as  to  the 
height  of  stories  should  be  regulated;  especially  should  a  uniform  height  of 
cornice  line  be  establislied  for  tiie  buildings  in  the  Civic  Center. 

It  may  be  well  in  passing  to  call  attention  to  the  desirability  of  using 
light-colored  Imilding  material  so  far  as  practicable,  in  this  climate,  to  brighten 
the  aspect  during  the  lowering  days  of  winter.  In  business  structures  many 
of  the  lighter  bricks  and  terra  cottas  are  especially  adapted  to  serve  this  end, 
while  for  the  more  nnmumental  public  and  semi-public  luiildings  a  marble  or 
light-hued  granite  should  preferably  be  used.  There  can  be  no  question  that 
in  the  ca.se  of  the  buildings  in  and  around  the  Civic  Center  white  marble  or 
granite  should  be  adopted  and  used  throughout.  Only  by  such  treatment  can 
the  desired  unity  of  effect  be  obtained  and  the  consistency  of  the  whole  design 
secured.  Such  constructions  as  the  Courts  of  Honor  at  the  Columbian  or 
Alaska-Yukon-Pacific  Expositions  clearly  indicate  the  need  for  and  demon- 
strate the  appropriateness  of  a  uniform  and  light  color  scheme. 


Harbor   Improvements 

IT  is  conceded  by  all  that  the  key  to  the  development  of  Seattle  into  a  great 
metropolis,  lies  in  a  deliberate  preparation  to  care  for  her  fair  share  of 
tiie    world's   coiunu'rce.     A   study    of    the    coinnu'rcial    i»orts    of    tlie    world, 

which  have  shown  the  greatest  growth  in  recent  years  and  wiiich  today  clear 
the  largest  tonnages,  indicates  that  these  i)orts  have  not  dejieuded  for  devel- 
opment upon  chance  or  destiny.  Their  great  and  nncxaniplcd  prosperity  has 
largely  been  due  to  the  progressive  spirit  and  civic  courage  of  tlieir  people, 
manifested  in  a  scientific  study  of  port  conditions  and  a  systematic  effort  to  at- 
tract foreign  commerce  by  means  of  increased  harbor  facilities  which  involved 
great  expense. 

To  fully  appreciate  the  importance  of  the  plans  herewith  submitted,  it  is 
advisable  timt  all  public-spirited  citizens  consider  the  example  of  the  older 
ports  and  the  ways  by  which  they  have  progressed. 

Hamburg  is  today  the  greatest  shipping  center  in  Continental  Europe. 
Its  evolution  is  typical  and  remarkable.  Though  endowed  with  a  rich  hinter- 
land, there  was  much  to  discourage  its  port  development;  in  fact,  it  had  to 
nuikc  its  opportunity. 

For  sixty-three  miles  below  Ilamburg  the  river  Elbe  is  a  silting  stream 
that  requires  constant  dredging  to  maintain  a  deptii  of  twenty-six  feet  at  low 
tide,  and  yet,  in  trans-shipping  and  storage  business  this  port  enjoys  advan- 
tages over  all  the  other  ports  of  the  world.  Its  factories  and  warehouses  are 
.served  with  both  water  and  rail  transportation  facilities,  and  are  provided 
with  elaborate  handling  and  labor-saving  devices.  In  addition  to  the  sum  of 
1100,000,000  said  to  have  been  already  expended  on  harbor  improvements,  it 
recently  voted  |50,000,000  to  be  spent  for  extensions  which  should  keep  pace 
with   the  demand  of   its  growing  commerce  and  industries. 

Rivaling  Hamburg  is  Antwerp,  the  great  port  of  Belgium,  also  a  river 
harbor  and  a  man-made  port,  which  is  another  example  of  what  may  be  ac- 
complished with  a  narrow,  silting  stream.  Antwerj),  not  a  great  deal  larger 
than  Seattle,  is  probably  the  wealthiest  city,  per  capita,  in  Europe,  and  its 
wealth  and  growth  have  directly  followed  and  been  proportioned  to  its  port 
development.  When  half  the  size  of  Seattle,  it  undertook  harbor  improve- 
ments involving  an  expenditure  of  $45,000,000.  In  thirty  years,  from  1874 
to  1004.  Antwerp  increased  in  population  from  153,100  to  301,047.  That  is, 
the  city  doubled  in  population,  while  its  commerce  multiplied  itself  between 
five  and  seven  times.  In  now  has  under  way  a  further  extension  of  harbor 
facilities,  to  cost  approximately  |55,000,000,  exclusive  of  river  dredging  and 
straightening. 

Although  Rotterdam  is  a  very  old  city,  having  received  municipal  rights 
in  1340,  it  was  never  a  large  town  until  it  undertook  modern  harbor  improve- 
ments and  provided  its  merchants  with  opportunities  for  international  trade. 

From  a  city  of  19,000  inhabitants  in  1850,  it  increased  to  a  population 
of  320.000  in  1900,  and  in  1903  its  inhabitants  numbered  over  400,000,  or 
seven  per  cent  of  the  entire  population  of  Holland.  From  1870  to  1908  Rot- 
terdam expended  131,000,000  in  harbor  construction  and  equipment.  Its  rapid 
growth  is  recognized  as  being  directly  due  to  the  development  of  its  port. 


HARBOE    IMPROVEMENTS  55 

Hamburg,  Antwerp  and  Rotterdam  have  all  created  oppohtunities. 
They  have  thereby  cut  deeply  into  the  important  trade,  till  then  largely 
monopolized  or  controlled  by  London. 

And  London,  grown  sluggish  Avith  the  assurance  bred  by  centuries  of 
monopoly  in  trade,  has  been  forced  to  arouse  herself  in  order  to  contest  the 
competition,  not  only  of  continental  ports,  but  of  home  ports  as  well.  British 
ports,  which  lack  the  natural  opportunities  of  London,  have  expended  large 
sums  on  harbor  improvements,  as  follows:  Liverpool,  |200,000,000 ;  Man- 
chester and   Newcastle,  $85,000,000   each;  Glasgow,  144,000,000. 

Manchester,  determined  to  free  herself  from  all  the  tolls  of  Liverpool  and 
other  ports  and  from  excessive  railway  rates,  proceeded  under  an  act  of  par- 
liament, dated  August  6,  1885,  to  organize  a  company  to  build  the  Manches- 
ter Canal.  The  people  of  the  entire  city  came  to  the  support  of  the  company 
and  subscribed  liberally.  Under  the  original  law  the  funds  provided  amounted 
to  nearly  |50,000,000,  but  subsequently  the  city  furnished  a  loan  of  $25,- 
000,000.  The  canal  was  not  finished  for  traffic  until  November,  1893,  and  it 
was  necessary  for  the  city  to  incur  a  new  obligation  of  over  |5,000,000  to  pro- 
vide for  interest.  The  canal  company  is  now  paying  interest  on  the  issue  of 
bonds  and  will  soon  be  paying  off  the  city  loan. 

It  was  a  great  venture  to  build  a  canal  from  Manchester  to  the  sea,  a 
distance  of  thirty-five  and  one-half  miles,  having  width  at  the  top  of  290  feet 
to  370  feet,  and  at  the  bottom  of  120  feet  to  170  feet  and  2G  feet  deep. 

To  return  from  Europe  to  America,  it  will  be  found  that  from  Montreal 
to  Rio  Janeiro  and  Buenos  Aires  there  is  everywhere  manifest  the  recogni- 
tion that,  in  order  to  participate  to  any  great  extent  in  modern  commerce,  the 
best  harbor  facilities  must  be  constructed  in  advance  of  and  as  an  invitation 
to  trade. 

Montreal,  one  thousand  miles  from  the  open  ocean,  has  become  the  lead- 
ing summer  port,  not  only  for  the  export  of  Canadian  but  of  American  grain. 
Fourteen  million  dollars  have  been  spent  upon  the  development  of  its  port 
facilities,  the  greater  part  of  this  during  the  last  five  years.  The  exporta- 
tions  of  Montreal  have  increased  from  |25,000,000  to  |71,000,000  in  fifteen 
years.  It  has  today  twenty-five  steamship  lines  and  is  looking  for  new  ones, 
including  a  line  to  Australia  and  New  Zealand,  notwithstanding  the  fact  that 
it  is  closed  for  five  mouths  in  the  year  by  the  ice  in  the  St.  Lawrence  River. 

Boston,  with  her  wonderful  natural  harbor,  was  formerly  among  the  lead- 
ing ports  of  the  world.  But  channels  suflicient  for  the  craft  of  former  times 
have  long  proved  inadequate  for  more  modern  requirements.  Failure  to 
recognize  this  fact,  and  grasp  the  opportunities  provided  by  nature,  brought 
about  sure  results.  Industries  fell  more  and  more  into  the  habit  of  depending 
upon  railways  for  coastwise  trade  instead  of  water  transportation,  until  Bos- 
ton's waterways  became  atrophied  in  their  functions.'  All  this  being  in 
sharp  contrast  with  the  development  of  European  ports,  and  with  the  lessons 
taught  by  Hamburg,  Antwerp  and  Rotterdam,  Massachusetts  has  at  last  par- 
tially awakened  to  its  requirements  and  formulated  plans  for  the  improve- 
ment of  existing  conditions.  And  this  was  to  meet  the  demands  of  the  pres- 
ent and  the  future. 

Following  an  appropriation  of  $3,000,000  last  year,  the  legislature  of 
Massachusetts,    at    its   session   just   ended,    appropriated    $9,000,000    more,    to 


56  PLAN    OF     SEATTLE 

secure  1t>  Kostoii  the  initiation  of  such  harbor  improvements  as  changed  con- 
ditious  w  ill  deiuaud. 

New  York,  even  with  all  its  jire-eniinent  natural  advantajjes,  has  left 
nothiuji  t(t  cJiiiiicc,  and  today  a  larj^e  j>roi>ortion  of  the  water  frontaj^e  of 
ilauhattau  Island  is  owned  by  the  city  and  is  in  charge  of  its  Department  of 
1  )ocks. 

In  New  York  local  business  has  largely  forced  the  warehouses  and  in- 
dustrial terminals  over  to  IJrooklyu  and  the  Jersey  shore.  The  demand  for 
industrial  sites,  on  or  adjacent  to  the  waterfront  near  New  York  City,  has 
become  so  great  (hat  the  authorities  are  ])lanniiig,  by  dredging  and  tilling,  to 
transform  the  salt  marsh  on  Long  Island,  called  Jamaica  IJay,  into  a  great 
industrial  jiort.  I'lans  are  not  yet  coni])leted  but  the  statement  is  made  that 
the  area  of  this  ])roposed  imiu'ovement,  including  land  and  water,  will  be  forty- 
tive  and  one-half  scpiare  miles.  All  is  to  be  laid  out  and  arranged  in  accord- 
ance with  a  general  water-and-rail  transjjortation  scheme  that  will  give  every 
lot  and  block  intended  for  industrial  ])urposes  railway  service,  and,  if  not  lo- 
cated adjacent  to  the  waterfront,  direct  rail  connection  therewith. 

The  federal  government,  on  June  25,  1911,  made  an  a])i)roiiriation  of 
if^oO,*)!!!)  with  which  to  begin  its  portion  of  the  work,  which  will  ultimately 
cost  apjtroximately  .*i!7,43(),00(),  this  large  amount  to  be  devoted  only  to  the  fair- 
way and  entrances  (hereto  from  the  sea.  The  work  to  be  performed  by  the  Dock 
Departnumt  of  New  York  City  will  ultinuitely  cost  a  great  sum,  running  as 
high  as  $70,000,0()()  in  some  estimates,  but  definite  figures  are  not  yet  obtainable. 

Notable  in  the  history  of  the  development  of  port  facilities  is  the  great 
liush  Terminal  Dock  &  Warehouse  Comi)any,  a  private  enterprise  located  in 
Brooklyn  on  New  York  T.ay.  It  comprises  seven  modern  jtiers  fourteen  hun- 
dred feet  long,  and  so  successful  has  been  the  undertaking  that  New  York  City 
is  now  considering  (lie  punhase  of  its  waterfront  facilities. 

Thiid<  of  seven  i)iers  twice  as  large  as  the  Colnian  and  (Jrand  Trunk  docks, 
with  tire-proof  warehouses  in  their  rear,  then  a  large  car  storage  yard,  an<l 
further  back  still  and  to  one  side,  a  .series  of  great  storage  and  manufactur- 
ing lofts  in  direct  connecdon  by  rail  with  the  docks  and  warehou.ses,  the  rail- 
way operated  elec(rically,  and  you  have  an  idea  of  the  modern  harbor  improve- 
ments, which,  in  the  development  of  (he  famous  Bush  Terminal,  has  attracted 
such  widesi>r<'ad   interest  in  the  commercial  and  industrial  world. 

The  slips  are  wide  enough  to  allow  barges  to  lie  ah)ngside  of  the  slips. 
There  are  also  ferry  connections  both  for  rail  and  street  traffic,  so  that  a  big 
ship  once  tied  at  one  of  these  ])iers  is  enabled,  at  the  lowest  rates,  to  have  its 
cargo  either  stored  or  delivered  to  all  parts  of  the  port  without  any  shifting 
of  the  vessel;  likewise,  cargoes  are  collected.  There  is  practically  no  loading 
or  unloading  l)y  trucks;  there  are  no  vexatious  delays.  The  jilant  is  also 
equijjped  with  an  |S00,()()0  sprinkler  system  for  fire  protection,  on  account  of 
which  insurance  rates  on  the  goods  in  storage  are  from  ten  to  twenty  cents  a 
hundi-ed,  while  the  rate  in  New  York  City  is  two  dollars. 

Importers,  numufacturers  and  jobbers  employ  the  Bush  Terminal  facili- 
ties for  the  collection  of  their  wares  from  all  ports  of  the  world  and  for  safe 
storage  until  marketed,  or  until  the  goods  may  be  shipped  by  either  rail  or 
boat  at  the  minimum  of  handling  cost;  or,  as  the  case  may  be,  raw  materials 
be  manufactured  or  put  through  refining  processes  under  the  most  favorable 
conditions. 


Iltisli   Tcrniiual.   New   York 


Chelsea   Dock,  New  York,  West  Street   Front 


I  '    ■  ^:    "i:,'-.     W'.'iteriront,    Iluenos    Aires 


HARBOR    IMPROVEMENTS  57 

This  saving  in  cartage  bills,  cost  of  handling,  lack  of  delay  and  insur- 
ance leaves  to  tiie  merchant  or  manufacturer  a  larger  percentage  of  profits, 
besides  enabling  him  to  underbid  less  favored  competitors. 

The  lesson  of  sucii  a  private  enterprise,  which  has  nearly  revolutionized 
terminal  business,  may  protital)ly  be  applied  to  communities  as  a  whole,  for 
the  city  offering  the  most  conveniently  arranged  harbor  terminals  and  furnish- 
ing sites  for  industries  and  joblters,  near  well  arranged  water-and-rail  trans- 
portation facilities,  is  the  city  whose  businessmen  will  be  able  to  underbid 
their  competitors  and  win  prosperity  for  themselves  and  their  commonwealth. 

Philedelphia,  although  one  hundred  miles  inland,  has  by  no  means  neg- 
lected her  opportunities.  Chief  city  of  one  of  the  richest  of  tiie  .state.s,  a  center 
of  manufactures,  having  many  canals  traversing  the  tributary  country  and, 
in  addition,  possessing  thirty  miles  of  actual  deep  water  front,  with  a  channel 
to  the  ocean  thirty  feet  in  depth,  it  is  in  such  respects  almost  the  einuil  of  Xew 
York. 

Baltimore,  since  the  great  fire,  has  expended  |(j,500,000  on  a  modern 
wharf  aud  dock  system. 

The  world-wide  awakening  to  an  appreciation  of  the  latent  possibilities 
of  harbor  improvement  is  inducing  vigorous  action  at  other  ports  along  the 
Atlantic  Coast  and  the  Gulf,  as  well  as  at  river  and  lake  harbors  and  Pacific 
Coast  cities.  Los  Angeles,  San  Diego,  San  Francisco,  Oakland  aud  Portland 
are  each  planning  extensive  Itetterments  along  their  water  fronts. 

Los  Angeles,  as  far  as  natural  opportunities  went,  had  no  chance  what- 
ever to  become  a  seaport,  but  by  consolidation  with  Wilmington  and  San 
Pedro,  Greater  Lou  Angeles  will  have  221/4  miles  of  shore  frontage  and  about 
one  hundred  and  eight  acres  of  submerged  land  in  and  about  San  Pedro  Har- 
bor. Au  expenditure  of  .flO,((()(l,000  for  har])or  improvements  during  the  next 
ten  years  has  been  authorized  by  the  three  boroughs. 

Los  Angeles  has  voted  ijfS.OOO.OOO  and  Oakland  $2,5n0,(»()0  for  strictly 
municipal  dock.s,  while  the  people  of  California  last  Novend)er  voted  an  issue 
of  11,500,000  bonds  for  state-owned  docks  in  San  Diego  Hay,  and  *10.000,000 
for  the  improvement  and  extension  of  the  state  dockage  system  at  San  Fran- 
cisco. 

The  recent  extensive  construction  of  pier  and  dock  improvements  at  San 
Francisco,  including  those  built  for  the  Western  Pacific  Railway  Company, 
furnishes  a  good  example  of  municipal  tendencies  along  such  lines. 

Oregon  has  established  the  Port  of  Portland  and  the  Port  of  Astoria, 
really  waterway  imjirovement  districts  of  a  considerable  extent.  The  Port  of 
Portland  was  established  for  the  improvement  and  regulation  of  the  harbor 
of  Portland  and  the  Columbia  River. 

Portland  has  already  s])ent  several  million  dollars  of  local  money  in  co- 
operating with  the  federal  government  in  the  iniiirovenumt  and  maintenance 
of  the  channels  of  the  Columbia  and  Willamette  Kiver.s,  and  last  Novendier 
adopted  a  charter  amendment,  which  provided  for  a  municipal  dock  commis- 
sion with  authority  to  issue  bonds  up  to  ?2, 500,000  for  the  acquirement  of 
sites  for  public  docks  and  warehouses,  and  the  building  thereof. 

In  Portland  the  Penin.sula  Industrial  Syndicate  is  preparing  to  expend 
$3,000,000  on  an  indu.strial  harbor,  which,  by  reclaiming  thirty-one  hundred 
acres  of  the  Columbia  Shmgh  will  make  available  two  hundred  cheap  factory 
sites  of  ten  acres,  all  with  fine  rail  and  shipping  facilities. 


58  PLAN     OF     SEATTLE 

While  this  is,  in  a  sense,  a  private  enterprise,  its  magnitude  and  the  spirit 
ill  which  it  is  undertaiven,  give  it  also  a  semi-puhlie-  character. 

Commertially  speaking,  when  a  city  ceases  preparation  for  the  future,  it 
ceases  to  grow.  To  provide  for  increase  of  commerce,  means  for  handling  such 
increase  expeditiously  must  be  provided.  Docks,  wai'ehouses,  turning  basins, 
railroads,  traveling  cranes,  telpherage  systems  and  other  modern  devices  must 
be  installed;  and  account  must  be  taken  that  all  these  facilities  will  give  even 
a  city  possessing  but  few  natural  advantages  a  fighting  chance. 

Seattle's  greatest  commercial  asset  is  her  harbor.  Spacious  and  free  from 
obstructions  to  navigation,  it  can  be  entered  every  day  in  the  year;  when  Lake 
XN'ashington  canal  shall  have  been  completed,  the  harbor  will  otTer  the  most 
generous  haven  in  the  world,  where  ships  may  lie  in  either  salt  or  fresh  water. 
With  no  extremes  of  heat  or  cold,  no  ice  in  the  harbor,  no  winds  exceeding 
thirty-six  miles  an  hour,  Seattle  is  two  days  nearer  to  the  Oriental  ports  than 
is  San  Francisco,  and  four  hundred  seventy  miles  nearer  to  the  Great  Lakes 
at  Duluth.  Even  from  Seattle  to  Chicago,  the  distance  is  one  hundred  sixty- 
three  miles  less  than  from  San  Francisco. 

With  the  completion  of  the  Panama  Canal,  the  New  York  shipper  will 
have  four  thousand  four  hundred  sixty-five  miles  to  make  in  order  to  reach 
Honolulu;  ten  thousand  forty-six  miles  to  Yokohama,  or  eleven  thousand  six 
hundred  seven  miles  to  Hongkong,  as  compared  with  two  thousand  four  hun- 
dred ten,  four  thousand  two  hundred  forty  and  five  thousand  eight  hundred 
thirty,  respectively,  from  Puget  Sound  ports.  Aided  even  by  the  construction 
of  the  Panama  Canal,  New  York  will  require  as  long  a  time  and  as  great 
ocean-transportation  cost  to  reach  the  markets  of  Asia  for  the  single  trip  as 
the  Northwest  via  Puget  Sound,  for  the  round  trip.  In  these  days  of 
I)rogress,  when  the  great  desideratum  in  the  transportation  schemes  is  the 
elimination  of  time,  these  conditions  become  important  factors  in  the  estab- 
lishment of  Seattle's  maritime  position. 

Natural  advantages  do  not,  we  must  bear  in  mind,  invariably  determine  the 
location  of  an  important  port.  Unless  a  seaport  city  speedily  emphasizes  its 
natural  advantages,  it  will  encounter  the  danger  of  being  outstripped  by  some 
less  favored  rival,  which,  by  its  own  wide-awake  efforts,  will  secure  and  hold 
over-sea  trade. 

The  merchant  marine  of  the  world  is  not  seeking  a  merely  well  sheltered 
harbor.  It  is  demanding  ports  where  cargoes  may  be  obtained  or  unloaded 
with  the  greatest  despatch  and  least  cost.  A  live,  energetic  competitor,  may, 
by  constructing  a  breakwater,  dredging  a  creek  and  building  docks  and  ware- 
houses equipped  with  economical  handling  devices,  and  served  with  convenient- 
ly arranged  terminal  tracks,  present  such  inducements  as  to  command  cheaper 
charter  rates  than  one  provided  with  loss  terminal  facilities,  though  of  greater 
natural  availability. 

The  function  of  a  port,  in  general,  is  to  provide  for  ready  and  effective  ex- 
change between  land  and  water  carriers.  In  particular,  however,  there  are  two 
special  functions,  commercial  and  indnstriaL 

The  commercial  functions  have  to  do  with  the  handling  of  freight  in  transit. 
There  are  two  classes  of  such  business. 

(1)  The  City  Business:  This  consists  of  passenger,  mail  and  express 
service  and  the  handling  of  package  freight  and  other  commodities  which  per- 


HARBOE    IMPROVEMENTS  59 

tain  to  the  needs  and  requirements  of  the   city    itself.     The    facilities    for    such 
traffic  should  be  located  near  or  convenient  to  the  heart  of  the  cit3\ 

(2)  Cargo  Business:  This  consists  mainly  of  large  consignments  of 
freight  in  transit,  or  freight  which  may  temporarily  go  into  storage  for  future 
transfer  to  other  points.  The  facilities  for  handling  traffic  of  this  nature  need 
not  necessarily  be  in  proximity  to  the  business  center  of  the  city.  In  fact,  they 
may  be  advantageously  located  some  distance  therefrom  and  near  the  indus- 
trial port. 

(3)  The  Industeial  Facilities:  These  need  not  be  located  in  proximity 
to  the  business  or  commercial  center  of  the  city.  In  fact,  they  should  be  some 
distance  therefrom,  where  the  surroundings  and  laud  values  are  such  as  to  in- 
nate manufacturing  and  storage  activities.  The  function  of  such  facilities  is 
to  provide  for  the  handling  and  storage  of  commodities  required  for  manufac- 
turing and  industrial  processes,  and  for  the  economical  transfer  of  bulk  cargoes 
or  lieavy  products. 

The  industrial  functions  of  the  great  world  ports  are  of  ever  increasing 
importance.  Manufacturing  and  industrial  interests  are  being  concentrated 
in  such  centers  as  provide  best  terminal  accommodation.  The  successful  cities 
are  those  which  have  become  depots  where  the  world's  crude  materials  are  as- 
sembled, manufactured  and  sent  broadcast  as  finished  products. 

When  we  reflect  that  the  cost  of  transporting  five  tons  by  wagon  will 
cover  transportation  of  fifty  tons  by  rail,  or  five  hundred  tons  by  water,  we 
obtain  .some  understanding  why  industrial  firms  are  looking  for  locations  with 
botli  rail  and  water  transportation,  and  we  begin  to  ai)preciate  the  fact  tliat 
Seattle's  harbor  is  Seattle's  opportunity;  that  with  cheap  power  in  abundance, 
an  inexhaustible  supply  of  coal  at  her  very  gates,  and  the  vast  resources  of 
its  hinterland,  all  that  remains  to  be  done  by  Seattle,  the  gateway  to  Alaska 
and  the  Orient,  is  to  adopt  a  comprehensive  scheme  for  its  development  and 
to  take  the  initial  steps  to  carry  out  the  project  at  the  earliest  moment  pos- 
sible. 

Seattle  has  at  Harbor  Island,  and  on  both  sides  of  the  East  and  West 
Waterways,  and  also  at  Smith's  Cove,  extensive  areas  suitable  for  waterfront- 
age,  which  can  be  so  improved  as  to  provide  the  best  facilities  for  cargo  busi- 
ness or  for  general  industries.  When  commerce  offers  there  should  be  a  per- 
fect readiness  for  its  reception.  Otherwise,  it  will  go  elsewhere.  The  leading 
ports  of  the  world  have  maintained  their  supremacy  only  by  recognition  of  the 
principle  of  preparedness,  and  because  of  their  willingness  not  alone  to  keep 
alireast  of  the  times,  but,  as  well,  ahead  of  them. 

The  completion  of  the  Panama  Canal,  the  building  of  railways  through- 
out the  Northwest,  including  British  Columbia,  and  the  further  development 
of  Alaska,  with  its  wealth  and  resources  yet  to  be  exploited,  will  but  em- 
phasize Seattle's  important  position. 

Nothing  is  more  certain  than  that  a  vast  emigration  from  Europe  will 
be  brought  to  the  Pacific  Coast  through  the  Panama  Canal  and  that  it  will 
cau.se  a  rapid  increase  in  pojtulation  all  through  the  region  west  of  the  Kocky 
Mountains.  Immigration  will  come  mostly  in  large  steamers,  carrying  not 
only  immigrants,  but  also  freights.  Seattle  now  recognizes  that  it  may  be- 
come the  metropolitan  center  of  this  great  westward  movement,  and  the  mag- 
netic, as  well  as  tiie  strategic  point  in  the  inevitable  struggle  for  world  com- 
merce. 


60  PLAN     OF     SEATTLE 

Of  all  the  recoiniiicndations  to  lie  made  \ty  tlu-  Muiiicijml  IMans  Com- 
missiou,  those  oomerninj;  the  improvemeut  and  developiiicut  of  Seattle's 
harbor  are  of  rankiug  importance.  The  increase  in  taxable  wealth  alone,  aside 
from  the  intome  to  be  derived  from  the  o])eration  of  the  ])ort,  will  \uoro  than 
pay    interest   ciiarges   on    th<'   bonds   and  retire  the  principal  wlien  due. 

Every  judicious  investment  in  liailior  improvements  should  tend  to  de- 
crease, rather  than  increase  the  tax  rate. 

It  is  not  necessary  at  once  to  provide  all  recommended  facilities.  It  is 
essential,  however,  that  a  beginning  be  made.  Ellective  steps  for  the  devel- 
opment of  Smith's  Cove,  Harbor  Island  and  the  Duwamish  Waterwaj'  shcmld 
promjjtly  be  taken.  These,  suj)plemente(l  by  the  construction  of  the  Lake  \\'ash- 
ingtou  ('anal,  and  tiic  reclamation  of  swamp  and  tide  areas  now  constituting 
a  nuisance,  give  assurance  of  Seattle's  commercial  supremacy. 

Dividends  will  follow  improvements  as  soon  as  Seattle  shall  have  first 
made  the  i)roper  investment  for  her  general  upbuilding. 

The  earnest  attention  of  the  careful  reader  of  the  above  division  of  thi.s 
report  is  particularly  called  to  the  imperative  need  of  Seattle's  improvement 
of  her  waterfront,  and  to  the  easily  comjjrehended  lessons  of  past  and  jtresent 
harbor  attainment  elsewhere.  In  no  other  dei)artment  of  public  interests  does 
precedent  stand  for  more.  For  a  good  many  years  city  after  city  has  stejiped 
into  the  ranks  of  the  enlightened  bidders  for  a  worthy  share  of  the  commerce 
of  the  world.  Not  one  case  can  be  cited  in  wiiich  failure  has  resulted  from 
generous,  well  applied  effort  to  push  to  the  uttermost  all  chances  for  notable 
improvement;  and,  in  most  cases,  results  have  come  so  speedily  as  to  be  start- 
ling. Original  (mtlays  have  l)eeu  justified  by  .satisfactory  returns,  encourag- 
ing still  further  drafts  on  the  civic  treasury  and  abundantly  proving  the  sub- 
stantiality of  ciric  enterprise. 

Some  ports  have  been  slow  to  recognize  the  force  of  a  precedent  so 
general  as  to  almost  constitute  a  law,  but  even  they  have  gradually  sought  a 
place  in  the  ambitious  procession.  If  Seattle  defers  definite  action  in  this 
regard,  she  will  surely  fall  behind  other  competitors  for  the  accumulation  of 
world-wide  trade  Axhicli  all  the  public  works  of  present  and  future,  notably 
the  Panama  Canal,  are  sure  to  bring  to  the  Pacific  Coa.st.  It  cannot  be  other- 
wise. The  law  of  development  is  inexorable.  It  then  remains  only  with  the 
people  themselves  to  write  the  story  of  Seattle's  future  state  and  glory,  or 
unimportance  and  defeat. 

The  steps  already  taken  to  build  the  Duwamish  Waterway  and  Lake 
Washington  (^anal  are  certainly  in  the  right  direction.  IJut  several  years 
will  pass  before  these  public  works  can  be  fully  utilized.  Meantime,  noth- 
ing has  been  effected  toward  iiiiiirovement  of  the  waterfrontage  on  Elliott 
Bay,  except  the  recent  organization  of  the  Port  of  Seattle.  What  is 
imperative  is  prompt  initiation  of  such  construction  as  will  provide  Se- 
attle with  adequate  waterfront  facilities  on  EUiott  lini/.  It  eniniot  he 
too  soon  imdertiiken  in  order  to  assure  the  world  of  this  renmrkable  city's 
undiminished  confidence  in  herself  and  of  the  future  within  her  po.ssibilities. 
Not  only  have  natural  position  and  environment  given  aliiiost  (indihle  ]»ro])hesy 
of  the  may-be  of  the  years  to  come,  but  unlimited  prediction  can  be  hazarded 
as  to  what  the  mineral  resources  of  the  far  north  will  bring  to  the  port  most 
accessible  to  their  disposal  and  exchange. 


Waterfront,  Hull.  England 


Dock  ill  HainbiMg 


.2 


Port  of  Seattle 


SEATTLE'S    irregular    aud    diversified    waterfront    re(|iiires    varied    treat- 
ment according  to  local  conditions   and   the   various   functions   for   which 
the  different  portions  are  best  suited.      For  the  i)ur])ose  of   this  rejwjrt 
the  question  can  be  best  considered  by  dividing  the  port  into  ten  sections, 
to-wit : 

(1)  West  Seattle  District  (See  Map  No.  5),  extending  from  West 
Florida  Street  northward  around  Duwamish  Head,  Alki  Point,  and  south  to 
Three  Tree  Point. 

(2)  Harroii  Island  (See  Maps  Nos.  6  and  7),  including  the  waterfront 
and  tide  lands  south  of  the  Harbor  Island  pier-head  line  and  north  of  West 
Oregon  Street. 

(3)  DtTWAMiSH  Waterway  (See  Maps  Nos.  7  and  8),  being  the  Duwam- 
ish River  from  the  vicinity  of  West  Oregon  Street  south  to  the  vicinity  of 
Orillia. 

(4)  Central  Waterfront  District  (See  Map  No.  9),  extending  north- 
ward from  the  northerly  end  of  the  East  Waterway  to  Mercer  Street. 

(5)  Smith's  Cove-West  Point  District  (See  Maps  Nos.  9  and  10), 
extending  from  Mercer  Street,  including  Smith's  Cove  and  thence  to  AA'est 
Point. 

(6)  Ballard  District  (See  Map  No.  11),  including  the  frontage  on 
Salmon   Bay,   Shilshole   Bay,  and  northward  to  the  Snohomish  County  line. 

(7)  Lake  Union  District  (See  Map  No.  12),  including  the  waterfnmt 
of  Lake  Union. 

(S)  Lake  Washington,  West  Side  District  (See  Maps  Nos.  13-14- 
15),  including  the  westerly  waterfront  from  Bothell  to  Kenton  District. 

(9)  Lake  Washington,  Kenton  District  (See  Map  No.  18),  including 
the  frontage  in  the  vicinity  of  Kenton  and  the  southerly  end  of  Lake  Wash- 
ington. 

(10)  Lake  Washington,  East  Side  District  (See  Maps  Nos.  15-16- 
17),  including  the  easterly  waterfront  from  Kenton  to  Bothell. 

Tlie  lengtlis  and  widths  of  new  piers  and  slips  shown  on  the  maps  ac- 
companying this  report  have  been  assumed.  The  tidelands  about  tlie  bay 
and  adjoining  shores  are  generally  good  dredging  grounds,  but  detailed  plans 
for  actual  construction  will,  in  some  cases,  be  determined  by  the  results  of 
borings  made  to  disclose  the  character  of  material  which  would  be  encountered 
in  dredging. 

Long,  wide  slips  and  ])iers,  however,  are  necessary  facilities  of  modern 
commerce,  and  the  I'ort  of  Seattle  will  surely  have  this  fact  in  view  in  pre- 
paring plans  for  improvements. 

W  EST     SEATTLE     DISTRICT 

The  shore  line  of  this  district  is  mainly  backed  by  high,  steep  blutfs,  so 
close  to  the  waterfront  that  onlv   a   narrow    margin    of   shore    and    tidelands 


62  PLAN    OF     SEATTLE 

is  left  available.  This  coudition  precludes  extensive  industrial  development 
and  limits  the  use  of  the  waterfront  to  such  business  or  trafiBc  as  can  be  car- 
ried on  advantageously  on  the  docks  or  piers  or  upon  the  narrow  strip  of  land 
back  of  the  mnrfxinal  way.  Certain  parts  of  this  district  lend  themselves  natur- 
ally to  special  business  purposes. 

This  is  true  of  the  section  between  the  Northern  Pacific's  elevator  near 
Fairmount  Avenue  and  Ferry  Landing  at  the  foot  of  West  Atlantic  street, 
which  is  now  largely  given  over  to  yacht  and  motor  boat  anchorage.  It  is 
important  that  a  haven  for  such  craft  be  provided  reasonably  near  the  busi- 
ness center  of  the  city,  and  no  better  location  is  available  than  that  described. 
It  is  well  sheltered  and  is  better  adapted  to  such  small  industries  as  would 
center  about  a  motor  boat  and  yacht  harbor,  than  to  larger  commercial  uses. 
(See  Map  No.  5.) 

The  limits  of  this  harbor  might  be  advantageously  marked  by  the  con- 
struction of  recreation  piers  which  would  be  designed  as  landings  for  the 
larger  yachts  and  small  steamers. 

On  the  northerly  side  of  the  harbor,  at  the  foot  of  West  Atlantic  Street, 
public  ferry  slips  and  piers  for  small  steamers  should  be  maintained,  also  grid- 
irons and  other  facilities  for  the  unloading  of  scows,  lighters,  etc.  The  loca- 
tion of  these  facilities  at  this  point  is  practically  fixed  by  present  usage  and  by 
its  connection  with  the  street  car  service  to  the  top  of  the  hill. 

North  of  the  ferry  landings  the  water  shoals  out  to  such  an  extent  that 
piers  of  considerable  length,  suitable  for  the  berthing  of  large  vessels,  may 
be  constructed.  At  Duwamish  Head  a  solid-filled  pier  should  be  constructed 
to  act  as  a  breakwater  to  the  smaller  boat  landings  south  of  that  point. 

Between  the  proposed  filled-pier  and  the  ferry  landings  at  W^est  Atlantic 
Street,  there  is  a  section  where  the  fishing  interests  might  advantageously  con- 
centrate. It  would  be  well  protected  and  would  offer  attractive  berthings  to 
the  smaller  as  well  as  the  larger  fishing  vessels.  There  is  enough  land  back 
of  the  propos(Hl  bulkhead  line  to  permit  the  erection  of  ice  and  cold  storage 
facilities,  so  that  plants  for  the  larger  concerns  might  readily  be  established 
in  addition  to  public  fishing  docks  for  individual  fishermen. 

Alki  Avenue,  the  marginal  way  in  the  section  just  described,  will  also 
have  to  carry  the  highway  traffic,  and  should  preferal)ly  be  not  less  than  150 
feet  wide,  to  accommodate  railway  switching  tracks,  and  for  marginal  way  pur- 
poses as  well  as  for  through  traffic. 

From  Duwamish  Head  to  West  Sixty-third  Street  the  state  tideland  plat 
proposes  a   160-foot   marginal    way  located  northAvest  of  Alki  Avenue. 

The  natural  and  economic  development  of  this  part  of  the  waterfront 
should  take  place  from  the  shore  outward,  thus  enabling  industries  and  busi- 
ness to  be  started  in  a  small  way  without  heavy  initial  outlay  for  filling  or 
wharf  construction.  Later,  the  construction  of  slips  and  the  filling  of  the  land 
can  be  undertaken,  as  the  growth  and  needs  of  business  may  require.  To 
provide  for  the  proper  development,  Alki  Avenue  and  the  proposed  marginal 
way  should  be  combined,  the  present  eighty  feet  of  Alki  Avenue  to  serve  as 
the  highway  portion.  Not  less  than  eighty  feet  additional  width  would  be  de- 
sirable for  marginal  way  and  switching  track  purposes. 

The  waterways  proposed  in  the  tideland  plat  are  satisfactory  for  giving 
direction  to  such  additional  slips  and  piers  as  may  be  constructed. 


PORT    OF     SEATTLE  63 

In  the  vicinity  of  Fifty-seventh  Avenue  Southwest  a  ferry  slip  ought  to 
be  located  at  the  public  place  proposed  in  the  state  tideland  plat. 

Alki  Point,  or  such  part  of  it  as  might  be  desirable,  lying  west  of  Sixty- 
first  avenue  Southwest,  could  w(>ll  be  utilized  as  a  park.  The  extension  of 
the  existing  bathing  beach  around  Alki  Point  and  the  acquisition  of  a  portion 
of  the  upland,  would  enable  the  city  to  develop  here  a  marine  park  of  great 
value.     It  is,  in  fact,  ideal  for  such  purpose. 

From  Alki  Point  to  Brace  Point,  tlie  present  city  limits,  and  for  a  mile 
south  thereof,  a  marginal  way  is  proposed  in  the  state  tideland  plat.  This 
section  of  the  West  Seattle  waterfront  is  rapidly  developing  as  a  residential 
district  and  is,  in  fact,  the  principal  salt  water  frontage  available  for  shore 
residence. 

The  immediate  needs  of  this  section  may  be  well  met  by  the  improvement 
and  extension  of  Alki  Avenue  as  a  local  undertaking.  At  certain  places,  notably 
West  Alaska  Street,  Forty-eighth  Avenue  Southwest  and  Fauntleroy  Avenue, 
where  may  be  had  reasonably  easy  grades  from  the  waterfront  up  the  hill, 
public  landings  and  facilities  for  the  delivery  of  merchandise,  coal,  building 
materials,  etc.,  should  in  time  be  provided. 

The  public  waterways  and  slips  proposed  on  the  state  tideland  plat  are 
well  located  for  such  purposes. 

South  from  the  end  of  the  state  platting  to  Three  Tree  Point,  there  is 
not  sufficient  data  available  for  laying  out  a  waterfront  plan.  About  all  that 
can  be  said  about  it  is,  that  it  is  feasible  to  construct  a  road  along  the  foot 
of  the  bluff,  which  would  provide  an  adequate  driveway  along  the  beach. 
Later,  the  marginal  way  will  undoubtedly  be  extended  in  connection  with  the 
platting  of  the  tidelands. 

HARBOR     ISLAND     DISTRICT 

One  of  the  essentials  of  a  great  port  is  a  place  where  commodities  may 
be  handled  and  stored  in  large  quantities  with  the  greatest  possible  economy. 
Such  a  location  should  lend  itself  readily  to  convenient  railway  connection  and 
offer  attractive  berthing  to  vessels  of  the  largest  tonnage.  There  should  be 
a  balance  between  land  and  water  frontage  that  will  give  storage  and  ware- 
housing space  sufficient  for  the  receiving  and  assembling  of  cargoes  without 
congestion  and  resulting  delays.  Such  facilities  would  be  much  increased  in 
usefulness  if  located  near  large  areas  suitable  for  industrial  development.  In 
short,  what  is  needed  is  a  rjrcat  harbor,  freirjht  and  industrial  terminal  That 
portion  of  the  tide  fiats  commonly  known  as  "Harbor  Island,"  together  with 
the  land  adjacent  to  the  East  and  West  Waterways,  is  admirably  situated  for 
development  along  such  lines. 

The  East  and  West  ^^■aterways  are  laid  out  one  thousand  feet  wide  be- 
tween property  lines.  It  is  doubtful  if  this  width  can  be  maintained  at  rea- 
sonable expense  when  sea-walls  are  being  built,  owing  to  the  unstable  char- 
acter of  the  material  alongside  the  waterways,  which  was  largely  pumped 
therefrom. 

Two  plans,  however,  have  been  made  for  the  improvement,  either  of  which 
is  intended  to  lessen  the  difficulty  and  expense  of  sea-wall  construction  by 
lessening  somewhat  the  width  of  the  waterways,  the  fact  being  that,  under  all 
the  conditions  presented,  a  less  width    of    waterways    than    one    thou.sand    feet 


(M  PLAN    OF     SEATTLE 

would,  from  in-actically  every  point  of  view,  he  sntisf:utorv.  One  of  these 
pUiiis,  I'roject  A,  proviiU^s  a  width  of  nine  hundred  feet  for  each  waterway, 
measured  hetween  fender  lines;  while  in  the  otiier,  Project  H,  this  width  is 
seven  hundred  fifty  feet.  In  the  first  there  is  an  eueroaeluiieut  of  fifty  feet 
upon  the  waterways  on  each  side  thereof  for  wharves  and  sea-wall  construo- 
tion.      In  the  second    (his  encroachment  is  one  hundred  twenty-five  feet. 

Wharf  coustructioTi  should  not  he  jierniilted  to  extend  into  the  channel 
between  the  fender  lines  which  will  be  established  in  accordance  with  the  plan 
finally  adopted. 

The  sea  wall  and  wharf  construction  for  both  plans  is  taken  up  under  the 
caption  "Sea  Walls." 

In  accordance  with  Project  A  (See  3Iap  No.  7),  niariiinal  wharves  would 
extend  over  the  slope  fifty  feet  beyond,  that  is,  outside  the  property  line.  On 
these  wharves  tracks  servinfj  the  frontajic  may  be  laid.  The  resultiuix  net 
width  of  the  actual  channels  betwwn  fender  lines  would  then  be  nine  hundred 
feet. 

The  entrance  to  Duwamish  Waterway  at  the  south  end  of  the  West 
Waterway  is  now  laid  out  four  hundred  feet  wide.  This  should  be  six  hun- 
dred feet,  between  property  lines,  the  extra  width  to  be  taken  off  the  westerly 
side. 

The  bulkhead  and  fender-line  arraniiement  of  Project  A,  proposed  for 
the  waterways,  is  best  adapted  to  this  channel.  This  will  give  a  clear  en- 
trance of  five  hundred  feet  in  width.  The  present  channel  as  laid  out  from 
the  southerly  end  of  the  East  Waterway,  if  ke])t  open,  would  seriously  inter- 
fere with  railway  and  street  connections  to  Harbor  Island  and  the  AVest 
Seattle  Peninsula,  and  it  should  be  closed  to  navigation.  A  channel  two 
hundred  feet  wide  at  the  top  should  be  retained  for  the  purjmse  of  allowing 
a  (low  of  water  through  and  into  the  East  Waterway,  and  to  clear  it  of 
sewage,  etc. 

At  the  north  end  of  Harbor  Island  there  is  room  for  the  construction  of 
seven  piers  averaging  1,500  feet  in  length.  This  would  necessitate  the  dredg- 
ing out  of  slips  from  the  inner  harbor  line  south  to  the  northerly  line  of  Rail- 
road Avenue,  but  would  be  justified  on  account  of  the  exceptionally  desirable 
l)iers  thus  obtained.  At  the  north  end  of  the  tide  lands,  lying  between  the 
West  Waterway  and  Alki  Avenue,  six  long  piers  may  be  constructed  extend- 
ing from  the  northerly  line  of  Kailroad  Avenue  outward.  Additional  lengths 
can  be  obtained  for  several  of  these  pi(>rs  by  straightening  the  outer  harlwr 
line  at  that  location  to  conform  to  the  general   alignment  across  Hai'bor  Island. 

At  the  north  end  of  Harbor  Island  and  the  section  west  of  the  West 
^^■aterway  provision  ought  to  lie  made  for  ferry  service.  The  most  desirable 
locations  for  ferry  landings  would  l)e  at  the  central  pier  on  the  north  end  of 
Harbor  Island  and  at  the  third  pier  west  of  the  West  Waterway.  (See  Map 
No.  0.)  These  piers  should  be  designed  accordingly.  Ferry  slips  should  also  be 
provided  at  the  ends  of  Kailroad  Avenue  on  the  east  and  west  sides  of  the  East 
Waterway  as  shown  on  Maps  No.  6  and  No.  7  and  Plate  No.  9.  A  portion  of 
Kailroad  Avenue  fronting  on  the  east  side  of  the  East  AYaterway  is  under  lease 
to  the  Standard  Oil  Company  for  wharf  purpo.ses,  which  lease  expires  Decem- 
ber 1,  1912.  Similar  ferry  slips,  if  desired,  may  be  provided  at  the  ends  of 
Railroad   Avenue   fronting   on    the   West    Waterway.      In    connection    with    the 


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66  PLAN    OF     SEATTLE 

port  facilities  in  this  district,  there  will  of  necessity  be  considerable  business 
for  motor  boats  and  tug  boats.  Facilities  for  landing  small  boats  should  be 
provided  at  the  shore  ends  of  the  slips  and  at  other  convenient  places;  especially 
near  the  ferry  landings  and  in  the  vicinity  of  Spokane  Street.  At  the  south- 
erly end  of  the  West  Waterway  a  pultlic  dock,  together  with  facilities  for  small 
boats  and  barges,  etc.,  .should  be  provided,  as  it  is  an  advantageous  location 
for  the  delivery  of  coal,  building  material  and  otiier  commodities  destined  for 
distribution  throughout  the  west  side  ridge  and  Longfellow  Creek  districts. 

In  order  to  take  full  advantage  of  tlie  o^iportuiiity  for  tlie  creation  of  an 
economical  terminal  on  Harbor  Island,  replatting  of  the  property  will  be  nec- 
essary. Back  of  the  bulkhead  lines  along  the  waterways,  sheds  and  warehouses 
will  naturally  be  located  for  receiving  or  assembling  goods  to  l)e  stored  for  short 
periods  of  time.  The  remaining  property  can  then  be  arranged  as  sites  for 
warehouses  and  factory  lofts,  where  goods  destined  for  storage  may  be  han- 
dled and  commodities  may  be  cared  for,  which  may  rctpiire  repacking  or  pass- 
age through  nuinufacturing  processes  before  final  distribution.  The  most  eco- 
nomical buildings  for  this  class  of  service  are  comparatively  narrow  and  so 
arranged  that  railway  tracks  may  be  ruu  lengthwise  on  one  side  of,  or  through, 
the  buildings,  while  the  other  side  fronts  on  the  street.  In  conformity  with 
this  it  is  desirable  that  the  land  be  broken  up  into  narrow  blocks  and  be  di- 
vided by  alternate  streets  and  alleys,  the  alleys  of  sufficient  width  to  permit  lay- 
ing of  tracks.  In  carrying  out  this  plan  Kitsap  Avenue  and  Sixteenth  Avenue 
Southwest,  which  are  now  two  hundred  and  fifty  feet  wide,  may  be  reduced 
to  one  hundred  feet.  Industrial  tracks  should  lead  from  switching  tracks  ad- 
jacent to  the  present  Northern  Pacific  West  Seattle  line  south  of  West  Spokane 
Street,  and  should  be  made  accessible  to  all  railways  by  means  of  the  present 
Argo  yard  holdings  or  other  property  south  of  Argo  Junction. 

The  proposed  marginal  wa,y  along  the  easterly  side  of  Duwamish  Water- 
way should  be  extended  on  to  Harbor  Island,  thus  providing  for  rail  and  high- 
way connections  with  the  Duwamish  Valley. 

Street  railway  service  can  be  furnished  by  means  of  a  belt  line  connecting 
with  West  Spokane  Street  at  the  intersection  of  Kitsap  Avenue,  thence  north 
on  Kitsap  Avenue  to  Railroad  Avenue,  thence  west  on  Railroad  Avenue  to  Six- 
teenth Avenue  Southwest;  and  thence  simth  to  a  connection  with  West  Spokane 
Street. 

The  tidclands  lying  west  of  the  West  Waterway  should  preferably  be  re- 
platted  along  tlie  same  general  lines  as  proposed  for  Harbor  Island,  except 
that  west  of  Twenty-sixth  Avenue  Southwest  the  blocks  might  advantageously 
be  made  wider  to  accommodate  industrial  concerns  desiring  more  extensive 
ground  areas. 

The  property  lying  between  the  West  Waterway  and  Twenty-sixth  Ave- 
nue Southwest,  while  it  may  be  developed  in  accordance  with  the  suggested 
development  of  similar  property  on  Harbor  Island,  can  be  advantageously  im- 
proved by  the  construction  of  slips  as  shown  on  Map  No.  fi.  These  tide  lands 
are  not  yet  filled,  and  on  that  account  the  dredging  of  the  slips  will  be  compara- 
tively inexpensive  and  furnish  earth  for  filling  adjacent  property.  In  case  slips 
are  cut  in  from  the  west  side  of  the  West  Waterway,  Twenty-sixth  Avenue 
Southwest  should  be  maintained  at  a  width  of  not  less  than  one  hundred  fifty 
feet,  in  order  to  serve  as  a  marginal  street  and  provide  railway  service  to  the 
property  fronting  on  the  slip. 


PORT    OF     SEATTLE  67 

Iowa  ytreet,  as  now  platted,  should  be  vacated  and  a  new  street  opened  up 
from  the  vicinity  of  West  Spokane  street  and  Twenty-sixth  Avenue  South- 
west, northwesterly  to  the  intersection  of  Arizona  Avenue  and  West  Hanford 
Street. 

The  present  Northern  Pacific  track,  which  runs  diagonally  across  blocks, 
badly  cutting  up  the  property,  should  be  removed  and  the  switching  and  run- 
ning tracks  located  on  the  new  street  and  on  private  right-of-way,  adjacent  to 
Alki  Avenue  from  Ilanford  Street  to  West  Florida  Street.  The  industry  spurs 
^^■ould  naturally  lead  off  from  these  tracks. 

The  street  railway  line  to  serve  this  section,  when  required,  should  leave 
Spokane  Street  at  the  intersection  of  Twenty-sixth  Avenue  Southwest  and  run 
thence  north  on  Twenty-sixth  Avenue  Southwest  to  Railroad  Avenue;  thence 
westerly  on  Railroad  Avenue  to  Twenty-eighth  Avenue  Southwest;  thence 
south  on  Twenty-eighth  Avenue  Southwest  to  West  Spokane  Street. 

The  second  plan,  project  B,  which  proposes  a  net  width  of  waterway  of 
seven  hundred  fifty  feet  (see  Map  No.  6),  is  generally  similar  to  the  first. 
There  is  a  difference,  however,  in  the  spacing  of  the  piers  and  the  property  sub- 
divisions. The  marginal  wharves  extend  outward  one  hundred  twenty-five  feet 
instead  of  fifty  feet  beyond  the  property  lines,  leaving  the  net  width  of  seven 
hundred  fifty  feet  between  fender  lines,  which  is  not  to  be  encroached  upon  by 
wharves  or  other  structures. 

The  locations  of  the  spur  tracks  serving  the  docks  and  properties,  as  indi- 
cated on  all  the  waterfront  maps,  are  not  intended  to  be  precise  or  definite,  but 
are  for  the  purpose  of  illustrating  the  general  scheme  of  industrial  railway  ser- 
vice. 

The  replatting  suggested  for  the  Harbor  Island  District  does  not  gener- 
ally disturb  the  locations  of  existing  ownerships  and  is  physically  easy  of  ac- 
complishment. It  is  a  matter,  however,  that  cannot  safely  be  left  to  numerous 
individual  owners  acting  independently.  To  obtain  the  desired  results  the  whole 
proposition  must  be  worked  out  according  to  a  general  scheme.  A  company  or 
association  of  owners,  controlling  the  major  portion  of  the  property,  might  be 
able  to  carry  out  the  project.  The  best  results  would,  however,  undoubtedly 
be  obtained  by  turning  the  matter  over  to  the  port  organization  with  power  to 
acquire  and  improve  property  for  general  harbor  purposes. 

Failure  to  make  the  most  of  the  opportunity  to  develop  a  port  terminal  in 
the  Harbor  Island  District  might  have  far-reaching  results  detrimental  to  the 
future  of  the  city,  consequently  the  best  interests  of  the  port  and  of  all  con- 
cerned make  it  desirable  that  the  matter  be  not  permitted  to  go  by  default. 

It  will  be  seen  from  the  above  and  from  perusal  of  the  chapter  on  "Sea 
Walls,"  that  this  report  favors  the  quay  or  bulkhead  form  of  construction  in 
preference  to  slip  construction  for  the  frontage  of  the  East  and  West  Water- 
ways, and  that  these  waterways  should  each  have  a  clear  channel  of  not  less 
than  seven  hundred  fifty  feet  as  measured  between  quays  and  at  right  angles 
thereto.  The  quay  form  of  construction  is  considered  the  best  because  it  will 
provide  suitable  accommodation  for  the  largest  vessels  and  their  immense  car- 
goes. The  disposal  of  the  cargo  of  a  big  steamer  on  a  pier  of  ordinary  dimen- 
sions is  not  an  easy  matter,  but  along  a  quay  or  bulkhead,  such  as  either  side 
of  one  of  these   waterways   would   present,  a  vessel   can   be  shifted   from   time 


68  PLAN     OP     SEATTLE 

to  time  and  thus  find  room  for  the  ciirgo  without  pilin}?  it  up  to  a  h('i>^ht  whiih 
makes  its  Iiandling  too  expensive. 

Soundings  show  tliat  the  waterways  have  a  depth  of  twr'iity-cight  fret  to 
thirty-eight  feet  hchjw  extreme  h>w  tide  It  is  desirahie,  on  some  aceounts, 
that  they  be  dredged  to  a  depth  of  not  less  than  thirty-eight  feet  below  extreme 
low  tide  at  all  points.  This  would  i)rovide  for  vessels  of  deepest  draft  when 
fully  loaded.  Also  it  would  supply  iuat(M'ial  MJth  whieh  Harbor  Island  can  be 
raised  somewhat  and  be,  at  least,  helpful  in  producing  streets  which  would 
have  drainage,  the  Island  at  present  l)eing  practically  level. 

It  would  also  help  toward  the  filling  of  the  area  west  of  the  West  Water- 
way, which  is  at  present  largely-  below  low  tide. 

This  brings  up  a  matter  of  itnportance  to  the  owners  of  property  on  the 
waterways  and  to  the  city  at  large,  and  that  it,  the  unsatisfactory  conditions 
relating  to  the  discharge  of  White  Hiver  by  way  of  Stuck  and  ruyalluj)  Kivcrs 
to  Commencement  Bay.  At  present  the  flow  is  into  the  Stuck  and  the  water 
may  take  that  direction  for  years,  but  unless  all  the  signs  fail,  it  may,  during 
any  season  of  floods,  be  diverted  back  to  ^^liite  River. 

This  question  is  now  awaiting  court  procedure.  In  view  of  all  that  is  at 
stake  it  is  not  only  desirable  but  necessary  that  the  matter  should  not  be  al- 
lowed to  rest  indefinitely,  but  should  be  taken  up  at  early  date  by  the  Port  of 
Seattle  and  pushed  along  to  some  conclusion  that  will  be  effectual  and  lasting 
for  a  long  term  of  years. 

DUWAMISn     WATERWAY 

The  levtd  ground  in  the  Duwamish  Valley,  between  Spokane  Street  and 
Black  River  Junction,  is  so  located  with  relation  to  the  center  of  the  city,  to 
the  waterfront  and  to  the  railways,  that  it  is  especially  adapted  for  industrial 
purposes.  One  of  the  greatest  obstacles  in  the  way  of  its  development  is  the 
winding  course  of  the  Duwamish  River,  which  swings  from  side  to  side.  The 
straightening  of  this  river,  as  planned  by  the  Duwamish  Waterway  Commis- 
sioners, will  accomi)Iish  two  things  at  the  same  time.  (See  Map  No.  7.)  It  will 
permit  the  laying  out  of  highways  for  wagon  and  rail  transportation,  without  in- 
terference by  the  river  channel,  and  will  lay  the  foundation  for  the  creation  of  a 
great  industrial  harbor,  at  which  factories  and  industries  may  be  located  and 
served  by  both  rail  and  water  facilities.  The  functions  of  this  waterway  will  be 
quite  distinct  from  that  of  the  waterfront  proper  in  the  district  above  described. 
Generally  speaking,  it  can  be  most  advantageously  used  for  purely  industrial 
purposes.  It  will  become  a  place  where  raw  materials  may  be  delivered  and 
the  finished  product  taken  to  and  from  industrial  plants  by  lighters,  barges, 
tramp  coasting  steamers,  etc.  For  that  reason  the  bridges  across  this  water- 
way should  be  at  an  elevation  giving  free  passage  to  small  boats,  tugs  and  barges 
without  opening  of  the  draws. 

The  waterway  as  planned  is  satisfnctory  and  has  been  made  the  basis  of 
the  plans  for  the  further  development  of  the  valley.  From  the  south  end  of  the 
waterway  to  Orillia,  further  development  would  properly  take  the  form  of  simj)ly 
straightening  the  river.  (See  Map  No.  8.)  In  such  case  a  channel  300  feet  wide 
at  the  top  .should  be  ample.  This  channel,  while  not  designed  for  the  use  of  large 
vessels,  might  very  readily  have  a  depth  to  allow  factories  and  industries  located 
along  its  borders  to  be  reached  by  barges  and  lighters.     The  diversion  of  the  Ce- 


PORT    OF     SEATTLE  69 

dar  River  into  Lake  Washington  will  practically  dry  up  the  Klack  River  Channel, 
so  that  it  need  not  be  taken  into  consideration  except  that  it  may  be  required 
for  drainage  purposes.  In  the  vicinity  of  Black  River  Junction  a  settling  basin 
should  be  provided. 

Marginal  ways  liave  been  laid  out  on  both  sides  of  the  waterway  at  dis- 
tances therefrom  varying  from  zero  feet  to  1,200  feet,  according  to  topographi- 
cal conditions.  Wherever  possil)le  they  have  been  kept  well  back  in  order  to 
provide  a  strip  of  land  between  them  and  the  waterway  for  industrial  uses. 

The  marginal  ways  should  be  of  such  widths  as  to  carry  the  necessary 
Iiighway  traffic  and  to  provide  for  at  least  three  industrial  tracks  intended  for 
running  and  switching  purposes,  from  which  spurs  may  be  laid  into  property 
adjacent  to  the  waterway. 

In  order  to  secure  uniformity  of  arrangement,  such  streets  and  slips  as 
may  be  located  l)etwcen  the  marginal  streets  should  generally  be  at  an  angle 
of  forty-five  degrees  with  the  axis  of  the  waterway.  Suggestions  for  the  fre- 
quency and  location  of  slips,  other  than  that  of  the  general  direction,  are  omit- 
ted, as  it  is  deemed  advisable  to  leave  the  property,  as  far  as  possible,  free  for 
development  along  lines  best  suited  to  the  needs  of  individual  concerns  to  be 
located  thereon.  The  proposed  arrangement  is  such  that  enterprises  may  start 
in  a  small  way  at  first  and  utilize  landings  along  tlie  waterway,  but  eventu- 
ally as  business  warrants,  and  additional  waterfront  is  needed,  slips  may  be 
constructed. 

The  westerly  marginal  way  should  be  carried  through  to  the  vicinity  of 
Orillia  on  the  south  and  connected  with  West  Spokane  Street  on  the  north. 
The  easterly  marginal  way  should  extend  from  Harbor  Island  to  a  point  in  the 
SE14  of  Sec.  10,  T.  23  N.,  R.  4  E.,  where,  on  account  of  the  narrow  width 
of  the  valley,  it  should  be  merged  with  the  ai'terial  highway  laid  out  along  the 
east  side  of  the  Duwamish  Valley. 

The  King  County  property  on  the  east  side  of  the  waterway  south  of 
First  Avenue  South  bridge,  as  shown  on  Map  No.  7,  now  used  as  a  poor  farm, 
would  be  valuable  as  an  asset  of  the  Port  of  Seattle,  if  suitable  arrangement 
can  be  made  for  its  transfer  thereto. 

CENTRAL     WATERFRONT     DISTRICT 

That  portion  of  the  Harbor  Front  on  the  easterly  side  of  Elliott  Bay 
extending  from  the  north  end  of  the  East  Waterway  to  Mercer  Street,  may 
be  aptly  designated  as  the  Central  Waterfront,  because  of  its  location  immedi- 
ately opposite  the  business  center,  and  on  account  of  the  nature  of  the  traffic 
which  it  most  advantageously  serves.  It  is  essentially  a  city  freight  and  passen- 
ger rather  than  a  heavy  cargo  business  to  which  this  district  is  best  suited. 
Eventually  this  entire  frontage  will  be  none  too  large  for  the  demands  of 
this  class  of  business. 

The  piers,  landings,  etc.,  should  be  especially  designed  to  handle  the  local 
Puget  Sound  steamers  commonly  known  as  the  mosquito  fleet,  the  coastwise 
and  Alaska  vessels,  f(>rry  boats  and  both  work  and  i)Ieasure  motor  boats. 

Between  Massachusetts  Street  and  Broad  Street  (see  Map  No.  9)  the  wa- 
terfront is  almost  comi)letely  occupied,  so  that,  though  desii-able,  the  difficulties 
in  the  way  of  rearrangement  and  its  cost  would  be  prohibitive.     Some  public  fa- 


70  PLANOF     SEATTLE 

cilities,  such  as  lireboat  berths,  ferry  slips,  motor-boat  landings,  gridirons  for 
lighters,  etc.,  are  essential,  and  they  should  be  provided  by  the  City  or  the  Port 
of  Seattle.  Especially  should  the  waterfront  be  made  attractive  to  the  independ- 
ent producers  desiring  to  deliver  their  commodities  to  the  city  by  motor-boats. 
This  kind  of  business,  if  properly  developed,  will,  in  the  aggregate,  become  of 
great  value. 

At  the  foot  of  Massachusetts  Street,  near  the  north  end  of  the  East  Water- 
way, is  a  desirable  site  for  a  fireboat  berth,  together  with  a  gridiron,  floats  and 
other  landing  facilities  for  lighter,  motor-boats,  etc.  It  is  a  very  convenient 
l)oint  at  which  to  make  deliveries  destined  for  the  wholesale  and  freight-depot 
district.      (See  Plate  No.  10.) 

The  situation  about  the  foot  of  ^ladison  Street  is  one  requiring  some 
changes.  The  slip  between  the  Colman  and  Grand  Trunk  Pacific  Docks  would 
be  very  satisfactory  in  width,  provided  the  ferry-slip  were  abolished.  As  to 
the  ferry,  it  is  a  difficult  place  for  ingress  and  egress.  The  Madison  Street  slij) 
is  badly  congested,  largely  on  account  of  the  accommodation  of  the  lireboats 
which  liere  find  berth.  The  resultant  crowding  is  objectionable  from  the  tire- 
boat  standpoint,  and  it  obstructs  the  piers  fronting  on  the  slips.  The  slips  be- 
tween Piers  i  and  5  are  also  inadequate  in  width.  To  relieve  the  situation,  Piers 
3  and  -1  should  be  ac(iuired  by  the  city,  or  Port  of  Seattle,  and  in  their  stead  one 
pier  should  be  erected,  which  would  be  designed  with  ferry-slips  and  berthing 
space  for  boats  of  the  local  mosquito  fleet.  This  pier  should  be  of  a  width 
such  as  would  leave  a  slip  not  less  than  180  feet  wide  at  each  side.  The  fire- 
boat  station  should  be  removed  to  some  better  location,  and  the  present  ferry- 
slip  should  be  abandoned  or  removed.  Floats  and  landing  facilities  for  motor 
boats  and  launches  should  be  located  at  the  old  ferry  landing  and  at  the  shore 
ends  of  the  slips  on  each  side  of  the  proposed  public  dock.     (See  Plate  No.  11.) 

Just  north  of  the  foot  of  Pike  Street  is  a  vacant  piece  of  property  which 
might  advantageously  be  acquired  as  a  site  for  fire-boat  berths,  and  in  connec- 
tion therewith  some  small  boat  landings  and  lighterage  facilities  may  be  pro- 
vided. In  giving  this  consideration,  there  has  been  kept  in  mind  the  ultimate 
accommodation  of  fire-boats  either  at  the  foot  of  Ma.ssachusetts  Street  or  at 
Railroad  Avenue  and  East  Waterway,  Pike  Street  and  the  vicinity  of  Harrison 
Street.  The  location  at  the  foot  of  Pike  Street  has  the  advantage  of  being 
about  equi-distant  from  the  two  other  points. 

It  is  proposed  that  a  boulevard  be  opened  from  the  Civic  Center  to  the 
waterfront  in  the  vicinity  of  Broad  Street.  At  the  waterfront  end  of  it  there 
should  be  constructed  a  pier  of  fitting  architectural  design  to  serve  as  a  formal 
water-gate  to  the  city  and  for  recreation  purposes. 

Between  West  Harrison  Street  and  West  Thomas  Street  the  City  now^ 
owns  some  waterfront  property.  North  of  West  Harrison  Street  the  direction 
of  the  piers  should  be  changed  and  made  i)arallel  with  Smith's  Cove  Waterway 
and  the  Great  Northern  Docks,  because  such  an  arrangement  would  make  the 
slips  more  accessible  and  permit  the  construction  of  piers  ranging  in  length  from 
1,000  to  2,400  feet.  The  property  between  West  Harrison  Street  and  the 
Great  Northern  Dock  belongs  to  the  Great  Northern  Railway  Company,  and  in 
order  to  carry  out  the  proposed  re-arrangement  it  will  be  necessary  to  vacate  a 
number  of  pieces  of  the  existing  streets  belonging  to  the  city.  In  return  for 
this  the  city  should  require  that  at  least  an  equivalent  area  of  land  be  given  it 


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74  PLAN     OF     SEATTLE 

just  north  of  West  Harrison  Street  which,  in  connection  with  the  property  al- 
ready owned,  will  enable  tlic  laying  out  of  a  very  attractive  arranj^jenient  for 
public  dock  and  motor  boat  landinj^s.  (See  Plate  No.  12.)  The  proposed  exten- 
sion of  Magnolia  ^Yay  makes  this  location  easily  accessible  from  the  Civic  Cen- 
ter and  business  area  of  the  city.  West  Harrison  Street  would  furnisli  a  connec- 
tion by  a  direct  route,  with  reasonably  easy  grade-s,  to  the  propo.sed  terminal  at 
the  south  end  of  Lake  Union.  In  order  to  give  protection  to  the  smaller  boats  at 
the  northerly  and  southerly  extremes  of  tliis  area,  solidly  filled  piers  of  consider- 
able width  ought  to  be  constructed  to  act  as  breakwaters.  The  southerly  j)ier 
should  preferably  be  designed  with  a  ferry  slip,  as  a  ferry  terminal  will  eventu- 
ally be  needed  at  this  location.  Within  the  small  harbor  between  the  hoa<ls  of 
these  two  piers  should  be  provided  lireboat  slips,  small  docks,  floats  and  land- 
ing facilities  for  motor  boats  and  other  small  craft,  special  attention  being 
given  to  landing  facilities  for  commercial  motor  boats. 

The  working  motor  boat  has  an  almo.st  unlimited  field  of  usefulness  in  the 
extensive,  protected  waters  of  Puget  Sound,  British  Columl)ia,  and  even  north 
into  Alaska.  Consequently  it  is  going  to  become  a  big  factor  in  Seattle's  water 
business,  for  which  contingency  ample  provision  should  be  made,  that  this  traffic 
may  be  attracted  here  and  may  be  alTorded  opportunity  for  business  under  favor- 
able circumstances. 

This  motor  boat  harbor  has  great  possibilities.  It  may  be  made  one  of  the 
most  attractive  as  well  as  useful  gates  to  the  cit}'.  In  line  with  this  idea,  as  sug- 
gested on  the  accompanying  plan,  a  recreation  pier  or  pavilion  erected  as  the 
central  architectural  feature  of  the  scheme  would  be  desirable. 

SMITH'S     COVE,     WEST     POINT     DISTRICT 

This  district  is  somewhat  varied  in  the  functions  for  wliich  it  is  naturally 
well  suited.  In  the  vicinity  of  Smith's  Cove  there  uuiy  be  developed  a  Port 
Terminal  rivaling,  if  not  exceeding,  the  Harbor  Island  district,  in  desirability 
as  a  terminal  for  cargo  vessels.  West  of  Smith's  Cove,  both  commercial  and  in- 
dustrial development  will  probalily  take  place,  the  industrial  feature  predomi- 
nating.    (See  Maps  Nos.  9  and  10. ) 

Smith's  Cove  Waterway,  as  shown  on  the  plate  of  the  Seattle  Tidelands, 
is  four  hundred  feet  in  width  and  over  five  thousand  feet  in  length.  It  should 
be  made  one  hundred  feet  wider,  as  four  hundred  feet  is  hardly  sufficient  for 
a  waterway  of  that  leugth.  A  clear  width  of  not  less  than  five  hundred  feet 
should  be  maintained,  which  precludes  encroaching  on  the  waterway  with  bulk- 
head or  dock  structures. 

Two  waterways  al)out  two  thousand  four  hundred  feet  long  may  be  con- 
structed, one  on  each  side  of  Smith's  Cove  Waterway.  The  easterly  one  should 
be  approximately  two  hundred  fifty  feet  wide,  and  the  westerly  one  three  hun- 
dred fifty  feet  wide,  in  the  clear.  Between  each  of  these  waterways  and  Smith's 
Cove  Waterway,  solid  filled  piers  may  be  constructed  which  should  be  approxi- 
mately four  hundred  feet  in  width  between  fender  lines.  Between  the  Westerly 
Waterway  and  Thirtieth  Avenue  Northwest,  three  slips  from  one  thousand  to 
one  thousand  four  hundred  feet  in  length  may  be  constructed.  A  width  of  ap- 
proximately five  hundred  feet  between  slips  would  jiermit  the  making  of  desir- 
able areas  for  industrial  concerns  requiring  waterfront  locations. 

Joliet  Avenue,  West  Lee  Street  and  Logan  Avenue  should  be  widened  to 


POET    OF     SEATTLE  75 

not  less  than  one  hundred  fifty  feet,  thus  making  a  continuous  marginal  way 
from  the  railway  yards  at  Interbay  to  West  Point.  Along  this  street  the  in- 
dustrial tracks  should  be  located.  These  tracks  should  be  extended  on  north  of 
West  Point  to  Salmon  Bay  and  around  to  a  connection  with  the  north  end  of 
the  Interbay  jards,  thereby  forming  an  industrial  belt  line.  In  accordance 
with  this  plan  Puget  Avenue  should  be  vacated,  leaving  the  property  to  de- 
velop from  the  bluff  outward.  The  advantage  of  this  method  is  that  enterprises 
can  make  a  start  on  a  small  initial  investment  by  constructing  temporary 
wharves,  leaving  the  more  expensive  filling  and  slip  construction  to  be  done  as 
the  business  Axarrants.  Between  Thirty-second  Avenue  West  and  West  Ray 
Street  produced,  the  existing  streets  running  from  the  waterfront  out  should 
be  changed  to  an  easterly  and  westerly  direction,  making  an  angle  of  approxi- 
mately forty-five  degrees  with  the  marginal  way.  These  streets  will  give  the 
proper  direction  to  such  slips  and  piers  as  may  be  constructed. 

Opposite  Wolf  Creek  Gulch,  in  the  vicinity  of  Thirty-second  Avenue 
West,  a  public  landing  place  should  be  located.  Ferry  service  from  this  point 
should  be  provided  at  some  future  day.  The  easy  grade  which  may  be  obtained 
to  the  top  of  the  hill,  along  Wolf  Creek,  will  make  of  this  a  desirable  place  for 
the  delivery  by  water  of  coal,  building  material,  etc.,  consequently  lauding 
facilities  for  lighters,  motor  boats,  etc.,  should  be  provided. 

A  little  easterly  of  what  is  commonly  known  as  Four  Mile  Rock,  in  the 
vicinity  of  Fortieth  Avenue  West,  produced  south,  is  an  excellent  location  for 
a  large  coal  dock  and  bunkers.  All  outbound  vessels  pass  clo.se  to  this  point, 
making  it  very  convenient  for  coaling  purposes.  For  the  same  reason  it  would 
be  a  good  location  for  a  powder  dock  at  which  the  shipping  of  powder  by  water 
might  be  concentrated.  For  convenience  the  coaling  and  powder  docks  should 
be  near  to  each  other. 

The  suggestion  relating  to  a  coal  dock  is  of  much  importance.  The  state- 
ment is  made  by  a  reliable  firm  that  5G4,000  tons  of  bunker  coal  from  Seattle 
and  Tacoma,  and  450,000  tons  from  Nanaimo,  Ladysmith  and  Union,  Vancou- 
ver Island,  are  annually  supplied  steamers,  the  price  at  bunker  tips  being  .?3.G0 
at  Seattle  and  Tacoma  and  $4.00  at  the  other  points  named,  per  long  ton. 

A  fair  estimate  of  the  amount  annually  required,  at  least  within  a  few 
years  after  the  Panama  Canal  is  completed,  is  two  million  tons.  It  is  worth 
a  great  effort  to  secure  the  bulk  of  this  business  for  Seattle.  It  is,  in  fact, 
a  matter  of  vital  importance  to  Seattle  to  have  large  bunkers  on  the 
waterfront  where  coal  of  superior  quality  can  always  be  had  in  large  quanti- 
ties, so  that  steamers  can  get  their  supply  without  the  delay  of  going  to  other 
ports.    Seattle  will  thus  become  the  coal  port  of  the  Northwest. 

This  is  an  additional  reason  why  Seattle  should  take  deep  interest  in  the 
opening  of  the  Alaska  coal  mines  in  the  hope  that  coal  therefrom  will  be  of 
such  good  quality  as  to  comiimnd  ready  sale  for  steamer  use,  even  if  the  price, 
for  a  few  years,  is  comparatively  high.  Coal  can  be  towed  from  Alaska  in  coal 
barges  by  steamers,  especially  those  engaged  in  ore  traffic. 

The  coal  docks  which  may  be  established  at  Seattle  should,  of  course,  be 
supplied  with  suitable  coal  handling  devices. 

Between  West  Ray  Street  and  West  Point  the  water  shoals  out  such  a  dis- 
tance that  there  is  formed  a  tideland  area  of  approximately  four  hundred  acres. 
Between    Pickering    Aveuue   and    Puget   Avenue  a   waterway,   to  be  known  as 


76  PLAN    OF     SEATTLE 

West  Point  Waterway,  should  be  opeued  up,  extending  from  the  outer  harbor 
line  near  C  Street  northward  to  H  Street.  This  waterway  should  have  a 
widtli  betweeu  fender  lines  of  not  less  than  five  hundred  feet.  A  solid  filled 
pier  should  be  constructed  between  the  waterway  and  the  inner  harbor  line, 
as  shown  on  the  plat  of  the  Seattle  Tidelands.  This  pier,  which  will  ultimately 
be  approximately  four  iiuudred  feet  in  width,  will  serve  as  a  breakwater  to 
protect  the  waterway  from  the  southwesterly  winds.  Such  use  would,  iiow- 
ever,  in  nowise  detract  from  the  exercise  of  other  functions. 

Adjacent  to  the  waterway  and  on  the  pier  westerly  of  it  the  land  should 
properly  be  given  over  to  the  warehouses  and  cargo  handling  facilities.  Between 
Logan  Avenue  and  tlie  waterway,  a  replat  should  be  made  along  the  same 
general  line  recommended  for  Uarbor  Island.  Betweeu  Logan  Avenue  and  the 
foot  of  the  bluff  the  existing  plat  will  answer  very  well  for  larger  industrial  pur- 
poses, provided  alleys  wide  enough  for  three  industrial  tracks  are  oi)eued 
lengthwise  thi-ough  the  middle  of  tlie  block,  as  suggested  on  Jlap  No.  10. 

West  Point  Spit  and  the  tidelands  between  it  and  West  Point  Avenue  will 
make  an  admirable  location  for  the  United  States  Immigration  Station.  A 
slip  and  other  facilities  for  immigration  and  revenue  service  vessels  can  readily 
be  provided.  The  riprap  sea  wall  construction  recommended  for  Harbor 
Island  will  be  adequate  at  the  Smith's  Cove  Waterway  and  at  the  proposed  West 
Point  Waterway;  heavier  riprap,  however,  may  be  demanded  on  the  outside  of 
the  West  Point  Pier  and  at  other  points  exposed  to  the  southwest  winds. 

At  the  time  of  the  establishment  of  l'\)rt  Lawton,  the  United  States  Goy- 
ernment  ac(iuired  the  tidelands  in  front  of  tlie  military  reserve.  Only  a  limited 
area  thereof  is  adapted  to  government  uses,  but  it  is  of  such  value  for  harbor 
purposes  that  Congress  should  be  persuaded  to  turn  over  that  portion  south  of 
West  Point  Avenue  to  the  city  or  Port  of  Seattle,  and  to  appropriate  funds  to  aid 
in  the  construction  of  West  Point  Waterway  and  Pier. 

At  a  number  of  European  cities  free  ports,  where  goods  may  be  stored  or 
manufactured  in  bond,  duty  free,  have  been  successfully  developed.  Some  of 
the  larger  cities  of  our  Atlantic  Coast  are  considering  asking  Congress  to  au- 
thorize the  establishment  of  such  free  port  districts.  In  case  it  becomes  desir- 
able to  form  a  free  port  district  in  Seattle,  a  logical  location  for  it  is  on  the  tide- 
laud  area  between  West  Point  and  West  Ray  Street,  produced.  Whether  a 
free  port  or  otherwise,  a  magnificent  harbor  terminal  can  be  constructed  in  this 
location  with  apparently  little  difficulty. 

BALLARD     DISTRICT 

This  district  may  be  more  readily  considered  by  dividing  it  into  two  sec- 
tions, namely,  the  Outer  and  Inner  Harbor.  The  Outer  Harbor  is  well  suited 
for  industrial  and  commercial  enterprises  refpiiring  considerable  areas  of 
waterfront  and  plenty  of  room  for  future  growth,  that  they  may  be  developed 
as  suits  their  peculiar  needs. 

There  is  a  quite  extensive  tideland  area  in  Shilshole  Bay  that  may  be 
developed.  The  channel  leading  from  Shilshole  Bay  to  Salmon  Bay,  when 
improved,  may  also  be  made  into  an  attractive  commercial  waterway,  approxi- 
mately 3,000  feet  in  length.  The  bulkhead  landing  along  this  waterway,  or 
entrance  to  Lake  Washington  Canal,  should  l)e  set  back  a  hundred  feet  or 
more  to  prevent  vessels  lying  alongside   from   encroaching  on   the  fairway   of 


PORT     OF     SEATTLE 


I  i 


the  channel.  Two  piers,  approximately  500  feet  in  width,  may  be  constructed, 
one  on  the  south  and  the  other  on  the  north  side  of  this  entrance  channel.  These 
piers  should  eventually  be  filled  in,  thus  making  this  channel  a  safe  anchorage 
basin  for  small  boats. 

A  waterway  not  less  than  300  feet  in  width  should  be  constructed  on  the 
north  side  of  the  northerly  pier,  and  a  similar  waterway  on  the  south  side  of  the 
southerly  pier.  Delaware  Avenue  and  Semi)le  Place  should  be  widened  to  not 
less  than  one  hundred  fifty  feet  and  connected  via  West  Point  Avenue  with  the 
marginal  way  south  of  West  Point.  Thus  widened  these  streets  will  become  a 
part  of  the  marginal  way  and  on  it  may  be  laid  the  tracks  of  an  industrial  l:elt 
line. 

Puget  Avenue  should  be  vacated,  leaving  the  property  free  to  develop  from 
the  shore  outward,  except  that  the  direction  of  the  slips  should  be  fixed  by  re- 
locating the  cross  streets  at  the  proper  angle  with  the  marginal  way,  as  shown 
on  Map  No.  11. 

From  the  entrance  channel  northward  to  the  northerly  limits  of  the  State 
Tideland  Plat,  a  similar  arrangement  may  be  followed.  Puget  Avenue  should 
be  vacated  and  a  new  marginal  way  not  less  than  one  hundred  fifty  feet  in 
width,  approximately  pralleling  the  Great  Northern  right-of-way,  opened  up, 
as  shown  on  Map  No.  11. 

The  cross  streets  fixing  the  direction  of  the  slips  should  be  made  parallel 
with  the  entrance  channel.  From  Meadow  Point  northerly  to  the  King  County 
line,  the  bluffs  are  so  precipitous  and  the  tideland  strip  is  so  narrow  that  ex- 
tensive development  is  not  probable.  On  account  of  insufficient  data  no  attempt 
has  been  made  to  suggest  any  plan  for  its  improvement. 

The  Inner  Harbor,  or  Salmon  Bay,  upon  the  completion  of  the  govern- 
ment lock,  sliould  make  a  fine  non-tidal  basin.  Being  in  the  center  of  an  ex- 
tensive area  of  land  suitable  for  industrial  and  business  purposes,  its  natural 
development  will  be  as  a  depot  for  the  assembling  of  raw  material  and  the  ship- 
ment of  products  from  the  factory.  The  facilities  should  be  designed  accord- 
ingly- 

The  south  shore  should  be  treated  as  a  bulkhead  landing,  except  between 
Fifteenth  and  Twentieth  Avenues  West,  where  two  good  slips  may  be  con- 
structed. 

On  the  north  shore,  Shilshole  Avenue,  between  Fourteenth  Avenue  and 
Twenty-fourth  Avenue  Northwest,  should  be  widened  not  less  than  fifty  feet  on 
the  water  side  in  order  to  render  it  satisfactory  as  a  marginal  way.  From 
Twenty-fourth  Avenue  Northwest,  Shilshole  Avenue  should  be  extended  along 
the  waterfront  side  of  the  Great  Northern  right-of-way,  westerly  to  a  connec- 
tion with  the  marginal  way  on  the  Outer  Harbor. 

The  northerly  side  of  Salmon  Bay,  between  Ninth  and  Twenty-eighth 
Avenues  Northwest,  may  be  broken  up  into  slips  and  piers  as  the  changing 
requirements  of  the  district  demand.  The  city  already  i>ossesses  a  public  land- 
ing at  the  foot  of  Twenty-fourth  Avenue  Northwest,  which  should  be  enlarged 
into  a  small  harbor  for  working  motor  boats,  lighters  and  other  small  craft. 

The  land  lying  between  Leary  Avenue  and  the  waterfront  is  so  situated  in 
regard  to  the  harbor,  the  railroads,  and  important  city  highways,  that  exten- 
sive development  will  be  justified.     This  will  require  rather  close  adherence  to 


78  PLAN    OF     SEATTLE 

a  general  plan,  and  a  careful  working  out  of  details   if   the  possibilities  of  the 
district  are  to  be  taken  full  advantage  of. 

Between  Leary  Avenue  and  the  Northern  Pacific  right-of-way,  from  Kil- 
bourne  Street  to  Ninth  Avenue  Northwest,  the  property  should  be  replatted, 
as  shown  on  Map  No.  11. 

Adjacent  to  the  southwesterly  side  of  the  Northern  Pacific  right-of-way, 
between  Kilbourne  Street  and  West  Forty-fifth  Street  and  produced  north- 
westerly to  West  Forty-seventh  Street,  a  new  street,  in  the  nature  of  a  marginal 
way,  should  be  opened  up  in  order  to  properly  develop  the  district  between  it 
and  the  waterfront.  This  new  street  should  be  not  less  than  sixty  feet  wide. 
The  fact  that  most  of  the  blocks  in  this  district  are  only  200  feet  in  depth  may 
preclude  the  general  adoption  of  the  center  block  location  of  spur  tracks,  in  which 
case  industry  tracks  should  be  located  on  every  alternate  street,  as  indicated  on 
Map  No.  11. 

Between  Commodore  Way  and  the  Great  Northern  right-of-way,  on  the 
south  side  of  Salmon  Bay  from  Twentieth  Avenue  West  to  Thirtieth  Avenue 
West,  is  a  district  that  may  be  made  available  for  indu.strial  purposes.  The 
railway  spurs  may  be  located  in  the  centers  of  the  blocks,  as  shown  on  Map 
No.  11. 

Commodore  Way  should  be  extended  westward  from  Thirty-fourth  Ave- 
nue West,  following  the  shore  line  to  a  connection  with  Semple  Street,  as  shown 
on  Map  No.  11. 

The  space  at  the  ends  of  bridges,  where  available,  should  be  used  for  land- 
ings for  small  boats.  This  suggestion  holds  good  wherever  bridges  are  con- 
structed across  waterways. 

LAKE     UNION     DISTRICT 

The  completion  of  the  Lake  Washington  Canal  will  make  of  Lake  Union 
a  non-tidal  basin  accessible  from  Lake  Washington  through  an  open  channel, 
and  from  Puget  Sound  via  a  single  lock  and  Salmon  Bay.  The  fact  that  it  is 
located  in  the  very  heart  of  the  city  indicates  that  if  properly  developed  it  will 
become  a  most  important  factor  in  the  commercial  and  business  activities  of  the 
city.  Just  what  functions  it  will  discharge  should  be  well  understood  before 
determining  on  a  plan  for  its  improvement. 

The  influences  controlling  the  uses  to  which  the  Lake  Union  waterfront 
will  be  put  are  two-fold.  First:  Those  arising  from  conditions  at  and  in  the 
vicinity  of  the  Lake  Union  basin.  Second:  Tho.se  emanating  from  a  radius  of 
country  depending  upon  Lake  Union  as  a  water  gate  to  the  center  of  the  city. 

The  local  conditions  are  both  topographical  and  artificial,  but  fundament- 
ally topographical.  Between  the  south  end  of  the  lake  and  Elliott  Bay  is  the 
one  large  area  of  land  which  is  level  or  capable  of  being  made  near  enough 
level  for  business  purposes  of  a  high  class.  Within  this  area  is  the  great  cen- 
teral  business  section  of  the  city,  all  of  it  accessible  to  the  south  end  of  the  lake 
by  comparatively  easy  gradients.  The  hills  flanking  both  sides  of  Lake  Union 
are  a  barrier  to  east  and  west  traffic,  so  that  a  large  proportion  of  the  trans- 
portation lines  must  pass  along  the  level  margin  on  either  side  of  the  lake.  At 
the  north  shore  of  the  lake  a  considerable  business  or  industrial  area  is  certain 
to  develop.  From  it  streets  with  comparatively  easy  grades  lead  to  the  large 
territory  lying  northward. 


PORT    OF     SEATTLE  79 

The  principal  artificial  influences  which,  however,  are  based  largely  on  topo- 
grapliical  conditions,  are:  The  location  of  the  proposed  Union  Passenger  Sta- 
tion, at  the  southwesterly  end  of  the  lake,  and  two  important  arterial  highways, 
one  on  either  side,  that  on  the  west  side,  "Central  Avenue,"  Ijeing  the  axial  high- 
way of  the  city.  All  these  things  work  together  to  make  of  the  Lake  Union 
basin  an  ideal  water  terminal  for  transfer  of  commodities  to  and  from  central 
portions  of  the  city. 

The  outside  or  contributing  forces  which  will  have  to  do  with  the  deter- 
mination of  the  functions  that  the  Lake  Union  basin  will  be  required  to  fulfill, 
are  tho.se  emanating  from  more  or  less  distant  places  naturally  or  artificially 
tributary  to  the  city  via  water  transportation.  These  influences  can  come  from 
two  sources,  first:  From  Puget  Sound  and  the  sea;  second:  From  the  country 
adjacent  to  Lakes  Washington,  Sammamish,  and  the  waterway  which  will 
eventually  connect  them.  Of  the  two  influences,  the  latter  will  undoubtedly  be 
the  more  important.  The  Puget  Sound  mosquito  fleet  will  not  take  the  time 
to  pass  through  the  lock  and  the  narrow  channel  into  Lake  Union;  neither  will 
seagoing  vessels,  unless  the  most  of  their  cargo  is  consigned  for  delivery  at 
some  point  on  the  lake.  The  bulk  of  the  busines.s  seeking  Lake  Union  from  the 
Sound,  will,  undoubtedly,  be  delivered  by  lighters  carrying  freight  consigned 
from  large  cargo  steamers  to  warehouses  or  industries  around  the  lake,  by 
bai"ges  and  motor  boats  carrying  coal,  building  material,  etc.,  brought  from 
various  points  about  Puget  Sound,  and  by  smaller  freight  steamers  and  larger 
ones  in  case  most  of  their  cargo  is  to  be  discharged  in  the  lake  basin.  On  the 
other  hand,  the  mosquito  fleet  of  the  lakes  will  undoubtedly  seek  the  south  end 
of  Lake  Union  as  a  terminal  point.  A  part  of  the  lake  ferry  service  will  also 
extend  into  Lake  Union. 

There  are  a  number  of  rich  valleys  and  fine  farming  districts  close  to  Lake 
Washington  and  Lake  Sammamish,  the  products  of  which  can  be  cheaply  de- 
livered to  the  city  by  water  transportation ;  as  also  coal  from  the  numerous 
mines  in  the  vicinity  of  the  lakes.  A  return  movement  of  package  freight  and 
other  commodities  to  be  delivered  from  the  business  houses  of  the  city  to  the 
large  territory  tributary  to  the  lakes  will  naturally  take  place. 

The  reduction  of  cartage  costs  witliin  a  city  is  one  of  the  most  important 
things  to  be  considered  in  city  planning,  and  the  degree  of  success  achieved 
in  solving  the  problem  may  have  a  great  deal  to  do  with  the  ultimate  commer- 
cial success  of  the  city.  The  possibilities  of  what  may  be  termed  water  cartage 
about  Seattle  are  interesting.  Especially  is  this  applicable  to  the  districts 
bordering  on  the  non-tidal  basins  inside  the  proposed  lock  at  the  mouth  of 
Salmon  Bay.  In  this  connection  it  may  be  well  to  bear  in  mind  tliat  the  total 
water  frontage  of  the  three  lakes  and  the  channels  uniting  them  will  be  about 
134  miles.  A  considerable  part  of  this  frontage  will,  beyond  doubt,  be  devel- 
oped for  industrial  purposes,  but  much  the  larger  proportion  of  it  is  most 
attractive  for  residential  purposes,  and  is  destined  to  eventually  accommodate 
a  great  population.  This  gives  an  idea  of  the  enormous  traffic  which  may  be 
expected  to  develop  ultimately  on  the  lakes. 

The  motor  boat,  as  well  as  the  automobile,  is  an  ever-increasing  factor  of 
transportation,  and  is  destined  to  exert  a  far-reaching  influence  in  distribiting 
the  population  of  our  cities  over  suburban  areas.  About  the  shores  of  Lakes 
Washington    and    Sammamish    are    as    beautiful    locations    for    suburban    resi- 


80  PLAN    OF     SEATTLE 

deuces  as  any  in  tlie  world,  and  in  time  tliese  ])lares  will  lie  titilized,  not  only 
by  the  wealthier  citizens  of  Seattle  for  residential  jiurposes,  but  by  people  from 
other  parts  of  the  state  aud  of  the  Uuited  States  as  sites  for  summer  homes 
and  i)ermanenl  residences.  Tliey  will,  to  a  n:reat  degree,  have  their  own  means 
of  trausportatiou;  that  is,  autoniobiles,  motor  stages  and  fast  motor  boats  used 
as  jirivate  ferries.  While  some  of  these  boats  will  seek  connection  with  the  city 
transjiortation  systems  at  various  points  along  the  west  shores  of  Lake  Wash- 
ington, a  large  number  of  them  will  desire  to  land  in  the  business  center  of  the 
city  by  going  to  the  south  end  of  Lake  Union.  As  a  consequence,  a  motor 
boat  terminal  of  large  proportions  Avill  be  necessary  in  order  to  projierly  take 
care  of  this  business.  All  these  things  are  cited  as  an  index  to  the  nature  of  the 
traffic  and  as  reasons  for  the  recommended  treatment  of  the  Lake  Union  Watei- 
front. 

The  Lake  Union  AYaterfront  and  railway  jiroblems  are  so  closely  inter- 
woven that  a  consideration  of  one  necessarily  includes  that  of  the  other.  Espe- 
cially is  this  true  of  the  south  end  of  the  lake  where  it  is  proposed  to  locate  the 
Central  Passenger  Station.  Between  Westlake  and  Central  Avenues,  from  Har- 
rison Street  to  Halladay  Street,  there  is  a  section  which  is  now  to  some  extent 
unsatisfactory  for  business  purposes,  which  can  be  made  into  an  advantageous 
site  for  a  great  union  ]tasseiiger  station.  The  use  of  this  latter  location  has  sev- 
eral ])oints  of  desirability,  not  the  least  of  which  is  that  it  does  not  absorb  prop- 
erty of  great  economic  value  to  the  city. 

The  necessary  yard  room,  including  sufficient  area  for  future  growth,  may 
be  acquired  by  excavation,  supplemented  by  filling  a  portion  of  the  west  side  of 
the  lake. 

This  work  will  come  along  in  connection  with  the  building  of  the  terminal, 
without  interfering  with  present  uses  of  the  lake  front  or  those  contein])lated  in 
the  near  future,  or  of  the  Nrothern  Pacific  Lake  Union  line  now  under  consi ruc- 
tion. 

When  this  improvement  is  accomplished,  Westlake  Avenue  will  have  to 
be  relocated  to  the  eastward  so  that  the  portion  between  Roy  Street  and  Howe 
Street  will  be  approximately  in  line  with  the  avenue  as  it  exists  south  of  Roy 
Street.     The  new  street  should  not  be  less  than  150  feet  in  width. 

The  opening  of  two  new  north  and  south  arterial  highways  west  of  the 
station  grounds  will  leave  Westlake  Avenue  free  for  use  as  a  marginal  way. 
To  the  westward  the  marginal  way  will  connect  via  Nickerson  Avenue  with 
Seventeenth  Avenue  West,  thence  south  by  way  of  Seventeenth  Avenue  West. 
througli  Interbay  to  Railroad  Avenue,  the  marginal  street  of  the  "Central 
Waterfront  District." 

Under  this  plan  the  marginal  way  should  skirt  the  south  end  of  Lake 
Union,  passing  a  little  south  of  the  intersection  of  Ward  Street  and  Fairview 
Avenue  produced,  to  a  connection  with  a  new  east  side  marginal  way. 

This  new  street  from  Minor  Avenue  northeasterly  to  the  vicinity  of  Water- 
way No.  8  will  follow,  approximately,  Fairview  Avenue,  as  located  on  the  Lake 
Union  shore  land  plat;  thence  it  will  curve  to  the  northward  into  a  line  parallel 
with  Howard  Avenue,  produced  south.  Between  W^aterway  No.  8,  as  shown 
on  the  Lake  Union  shore  land  plat,  and  Howe  Street,  the  west  line  of  the  east 
marginal  way  should  be  approximately  4(i0  feet  easterly  of  the  existing  har- 
bor line.     From  Howe  Street  northward,  the  existing  street  should  be  utilized. 


Recreation   Pier,   Philadelphia 


Kccrcntion    Pier,    Pliiiadelpliia 


K...  :cati:>n    1'k't.    Hull.    Kir.-lan.l 


Waterfront,  Antwerp 


PORT    OF     SEATTLE  81 

The  east  side  marginal  way  should  be  not  less  than  150  feet  wide  south  of  New- 
ton Street,  and  not  less  than  130  feet  wide  between  Newton  Street  and  Louisa 
Street,  produced  west.  The  Lake  Union  belt  line  tracks  should  eventually  be 
relocated  on  the  new  marginal  ways.  Just  east  of  Fremont  Avenue,  as  shown 
on  Map  No.  12,  a  connection  should  be  made  between  the  belt  line  and  the 
freight  tracks  that  will  run  through  the  proposed  yard  of  the  Central  Station 
and  connect  by  tunnel  with  the  railway  yards  on  the  tide  flats. 

On  the  south  side  of  the  canal  right-of-way,  between  Fremont  Avenue 
and  Seventeenth  Avenue  West  there  are  desirable  locations  for  a  classification 
yard  and  for  coach  storage  and  cleaning  facilities.  The  Lake  Union  belt  line 
will  connect  with  the.se  yards,  from  which  the  business  about  Lake  L'nion  can 
be  conveniently  .served,  and  at  which  freight  trains  will  be  received  and  broken 
up  for  distribution  about  the  city,  or  made  up  for  di.spatch  to  other  points. 

The  west  side  of  Westlake  Avenue  will  be  kept  entirely  free  from  grade 
crossings  and  be  available  for  street  railways  and  other  street  traffic. 

The  property  north  of  Harrison  Street,  between  Fairview  Avenue  and 
Ninth  Avenue  North,  under  this  scheme,  will  be  readily  accessible  to  railway 
tracks.  Here  stores,  lofts  and  warehouses  may  be  provided,  but  principally 
local  freight  facilities.  The  tracks  serving  the  district  should  be  located  back 
of  the  buildings  in  the  center  of  the  blocks,  leaving  the  north  and  south  streets 
clear. 

So  valuable  will  this  district  become  for  the  purposes  mentioned  that 
eventually  "Class  A"  buildings  of  pleasing  architecture  will  probably  predomi- 
nate. 

The  property  between  the  new  east  marginal  way  and  Eastlake  Avenue 
from  Almy  Street  to  Roanoke  Street  should  be  rearranged  and  made  available 
for  local  storage  yards,  warehouses,  lofts  and  other  facilities  necessary  to  prop- 
erly balance  the  possible  dock  frontage  on  the  east  side  of  the  lake. 

On  the  east  side  of  the  lake,  between  Almy  Street  and  Newton  Street, 
there  is  a  good  opportunity  for  slip  and  pier  development  between  the  margi- 
nal way  and  the  existing  harbor  line.  From  Newton  Street  northerly,  bulk- 
head warehouses,  in  accordance  with  the  shore  land  platting,  may  be  constructed 
except  just  north  of  Waterway  No.  10,  shown  on  the  shore  land  plat,  where 
a  public  landing  should  be  provided.  This  public  place  should  be  equipped 
with  facilities  for  lighters,  motor  boats,  etc.,  as  it  is  a  convenient  point  from 
which  deliveries  may  be  made  to  the  district  east  of  the  lake.  This  would  also 
be  a  good  location  for  a  fireboat  station  to  reach  all  points  on  Lake  Union. 

The  south  end  of  Lake  Union  should  become  one  of  the  principal  water 
gates  of  the  city.  Here  will  be  located  the  piers  and  slii)s  for  lake  passenger 
and  ferry  boats,  also  landings  for  the  great  number  of  motor  boats  which  are 
destined  to  ply  the  lakes  as  private  ferries  or  in  recreation  and  business  ser- 
vice. 

The  most  advantageous  location  for  the  ferry  and  lake  boat  landings  is 
opposite  Waterway  No.  2,  as  now  platted,  on  account  of  it  being  close  to  the 
Central  Station  and  accessible  to  the  street  railway  system  of  the  city. 

In  front  of  the  ferry  and  lake  boat  terminal,  the  marginal  way  should  be 
widened  to  form  a  plaza  approximately  300  feet  in  width.  This  will  be  neces- 
sary in  order  to  take  care  of  the  transfer  business  between  street  railway  and 
water  transportation  lines  without  undue  congestion. 


82  PLAN    OF     JSEATTLE 

Immediately  south  of  the  lake  boat  terminal  and  around  the  south  end  of 
the  lake  a  circular  motor  lioat  Iiarbor  sliould  be  laid  out.  It  should  be  equipijed 
with  landings  and  beautitied  in  such  manner  as  befits  a  formal  entrance  to  the 
city,  and  should  be  the  property  of  the  Port  of  Seattle.  The  bounds  of  this 
harbor  might  well  be  adorned  by  recreation  piers  of  monumental  design. 

In  connection  with  the  lake  .steamer,  ferry  and  motor  boat  terminals,  it  is 
important  that  facilities  for  landing  heavy  commodities,  such  as  building  ma- 
terial, coal,  etc.,  be  provided  as  near  the  business  district  as  practicable.  The 
most  suitable  places  are  in  the  vicinity  of  Waterway  No.  7,  as  shown  on  the 
Lake  Union  shore  laud  plat,  and  just  north  of  the  proposed  ferry  slij)S.  On  the 
west  side  of  the  lake  northward  from  the  lake  boat  and  ferry  landing,  the  har- 
bor line  should  be  set  out  apiiroximately  130  to  150  feet  from  the  marginal 
way  in  order  to  permit  of  bulkiiead  warehouse  development,  as  shown  on  Map 
No.  12. 

The  frontage  on  the  north  side  of  Lake  Union,  between  the  foot  of  Wal- 
lingford  Avenue  and  Fremont  Avenue,  while  limited  in  size,  is  of  great  import- 
ance as  a  delivery  point  by  water,  of  coal,  building  materials,  and  other  com- 
modities destined  for  distribution  in  the  large  area  north  of  Lake  Union.  This 
location  is  especially  desirable  as  it  may  be  made  accessible  to  "Central  Ave- 
nue," the  main  arterial  highway  running  northward  to  the  Snohomish  County 
line.  South  of  the  Northern  Pacific  right  of  way,  a  local  marginal  way  should 
be  provided  with  approaches  leading  to  "Central  Avenue"  and  Fremont  Ave- 
nue bridges.  On  account  of  the  axial  line  of  the  canal  being  well  over  to  the 
south  side  of  the  lake  opposite  this  location,  it  will  be  feasible  to  extend  the  pier- 
head line  far  enough  out  to  i)ermit  of  the  construction  of  slips  500  feet  long. 

The  waterfront  between  Wallingford  Avenue  and  "Central  Avenue"  is  well 
located  for  public  landings  devoted  to  tlie  use  of  lake  steamers,  lighters,  motor 
boats,  etc.,  while  to  the  west  of  "Central  Avenue"  the  location  is  better  suited 
for  trafiSc  coming  from  Puget  Sound. 

From  Wallingford  Avenue,  easterly,  the  north  shore  waterfront  is  satis- 
factory as  platted.  In  the  vicinty  of  Sixth  Avenue  Northeast,  landings  should 
be  provided  for  small  boats,  lighters,  etc.,  also  such  facilities  may  be  advanta- 
geously located  at  the  foot  of  Brooklyn  Avenue,  a  convenient  point  for  serving 
the  University  district. 

The  north  side  of  Lake  Union  between  Fremont  and  Latona  is  well  adapt- 
ed to  industrial  enterprises  that  do  not  require  great  areas  of  level  land.  Here 
they  will  find  both  rail  and  waterfront  accommodation  with  convenient  access  to 
homes  on  the  ample  slopes  beyond.  One  or  more  business  streets  paralleling,  in 
a  general  way,  the  lake  shore  and  back  of  the  industrial  section  will  ultimately 
be  devoted  to  retail  business  necessary  to  the  supply  of  the  people  of  that  neigh- 
borhood. 

The  plans  for  the  north  lake  front  are  somewhat  modified  by  the  likelihood 
of  a  number  of  the  railways  coming  from  the  north,  seeking  an  entrance  to  the 
Central  Station  over  a  bridge  crossing  the  lake  from  the  vicinity  of  Interlake 
Avenue  on  the  north  to  the  vicinity  of  Halladay  Street  on  the  southerly  side. 

This  line  would  cut  through  the  point  between  Densmore  and  Bagley  Ave- 
nues. In  connection  with  it,  the  Northern  Pacific  line  should  be  straightened 
out  and  the  track  around  the  point  should  be  used  as  a  switching  stub. 

At  the  north  end  of  the  railway  bridge  a  "Y"  should  be  constructed  con- 


PORT    OF     SEATTLE  83 

necting  with  tracks  running  westerly  through  Fremont  and  Ballard,  and  ai 
the  south  end  of  the  bridge  a  "Y"  should  be  constructed  making  connections 
with  Central  Station  tracks  to  the  south  and  with  the  coach  and  classification 
yards  to  the  west. 

Between  Ewing  Street  and  Fifteenth  Avenue  Northeast,  Northlake  Ave- 
nue should  be  widened  and  straightened  as  needs  be  to  make  it  a  marginal  way. 
On  it  would  be  located  the  industrial  tracks  serving  the  waterfront.  Between 
Bagley  Avenue  and  First  Avenue  Northeast,  there  is  space  for  additional  tracks 
for  switching  purposes,  and  in  the  vicinity  of  Tenth  Avenue  Northeast  local 
team  tracks  and  freight  houses  should  be  provided. 

LAKE     WASHINGTON 

Before  entering  upon  a  discussion  of  the  development  suited  to  Lake  Wash- 
ington, a  general  survey  of  the  situation  should  be  taken.  Assuming  that  Lake 
Washington  and  Lake  Sammamish  will  eventually  be  connected  by  a  channel 
large  enough  to  accommodate  barges  and  small  lake  steamers,  the  two  lakes 
may  be  considered  as  one,  with  a  total  shore  of  approximately  one  hundred  and 
twenty-five  miles.  As  previously  explained  the  major  part  of  the  lake  frontage 
is  especially  attractive  for  home  sites,  while  at  certain  locations  scattered  about, 
are  places  peculiarly  favorable  for  industrial  uses.  A  fortunate  feature  of  the 
matter  is,  that  the  residential  areas  are  not  all  adapted  to  commercial  purposes, 
while  on  the  other  hand,  the  flat  districts  suitable  for  commercial  or  industrial 
development  are  wholly  undesirable  as  residential  projierty. 

The  matter  resolves  itself  into  the  problem  of  the  best  way  to  treat  the 
different  classes  of  waterfront,  each  according  to  its  functions. 

The  residential  lake  frontage  calls  for  very  little  general  planning  except 
at  points  where  landing  places  are  desirable.  Such  places  are  partly  a  high- 
way study  and  partly  a  problem  of  the  arrangement  of  ferry,  lake-steamer  and 
motor  boat  landings,  to  fit  the  local  conditions. 

A  consideration  affecting  the  plans  for  the  lake  front  is  the  feasibility  and 
necessity  of  a  boulevard  system  encircling  the  lake.  In  some  places  this  boule- 
vard will  follow  the  lake  shore;  in  other  places  it  will  be  somewhat  inland;  along 
some  portions  it  will  be  parked  and  in  others  it  must  run  through  business  and 
industrial  sections. 

This  boulevard,  which  should  be  so  planned  as  to  provide  not  only  for 
boulevard  purposes,  but  also  for  highway  uses,  should  be  not  less  than  one  hun- 
dred sixty  feet  wide,  except  where  it  runs  through  business  sections.  In  such 
instances  the  streets  occupied  should  be  of  the  widths  suggested  in  connection 
with  the  waterfront  and  arterial  highway  plans. 

An  important  factor,  of  general  application,  is  the  attractiveness  of  Lake 
Washington  as  a  winter  haven  and  storage  harbor  for  vessels  of  all  classes, 
especially  for  yachts  and  motor  boats.  It  is  pretty  generally  believed  that  Puget 
Sound  is  destined  to  be  the  leading  yacht  and  motor  boat  center  of  the  world. 
Assuming  the  reliability  of  this  prediction,  it  follows  that  the  advantage  thereby 
ensuing  to  the  Lake  Washington  region  cannot  be  overstated. 

The  bays  and  coves  will  become  anchoring  grounds  for  pleasure  craft, 
because  of  their  quiet  waters  and  their  nearness,  in  many  cases,  to  the  owners' 
residences.     At  such   places  as  are  suitable,    numerous    industries   catering   to 


84  PLAN    OF     SEATTLE 

the  motor  boat  and  pleasure  craft  business,  will  spring  up.     The  fact  that  the 
lake  is  non-tidal  will  be  an  important  advantage  to  such  enterprises. 

Taking  a  general  look  at  the  situation,  the  places  on  the  lake  best  adapted 
to  industrial  development  are:  the  Kenton  District,  May  Creek,  Mercer  Slough, 
Kirkland,  Juanita  Bay,  Sand  Point,  Madison  Park,  (for  a  certain  character  of 
business),  and  between  Rainier  Beach  and  Dunlap.  While  not  within  the  limits 
of  our  studies,  there  are  other  industrial  locations  at  the  north  end  of  the  lake, 
on  the  flats  in  the  Sammamish  Valley  and  at  the  head  of  Lake  Sammamish. 

LAKE     WASHINGTON  —  WEST     SIDE     DISTRICT 

Between  Pontiac  and  the  north  end  of  the  lake  the  country  rises  so  abruptly 
from  the  shore  that  there  is  not  much  room  for  marginal  development. 

At  Sand  Point,  in  the  vicinity  of  Pontiac,  in  close  proximity  to  the  Northern 
Pacific  Railway,  there  are  approximately  300  acres  of  level  land  admirably  situ- 
ated for  industrial  purposes.  The  suggested  platting  of  this  area,  as  shown 
on  Map  No.  14,  would  give  a  convenient  and  economical  industrial  arrange- 
ment. The  proposed  arterial  highway  should  be  made  one  hundred  fifty  feet 
wide  along  the  portions  to  be  occupied  by  switching  tracks  leading  to  the 
industry  spurs. 

Near  southeast  shore  of  Sand  Point  is  Mud  Lake,  a  shallow  body  of  water 
which  can  be  utilized  in  the  making  of  a  waterway.  Mud  Lake  Waterway 
would  properly  connect  with  the  lake  near  the  south  line  of  Sec.  2,  T.  25,  N. 
R.  4  E.  and  run  in  a  northwesterly  direction.  A  waterway  2,600  feet  long  can 
readily  be  obtained.  It  should  be  not  less  than  400  feet  wide,  the  material 
dredged  therefrom  to  be  used  in  filling  the  flat. 

The  most  economical  use  of  the  property  would  be  gained  by  laying  out 
the  east  and  west  streets  and  industry  spur  tracks  parallel  with  this  proposed 
waterway.  The  northerly  of  these  streets,  which  would  properly  be  located 
from  six  to  twelve  hundred  feet  back  from  the  outer  harbor  line  along  the  north 
side  of  Sand  Point  flats,  would  become  the  local  marginal  way  to  that  portion 
of  the  district.  For  such  marginal  purposes  this  street  should  preferably  be 
150  feet  wide.  The  waterfront  can  be  developed  from  the  shore  outward,  and 
as  need  arises,  piers  and  slii)s  may  be  constructed.  These,  however,  should  be 
uniform  as  to  direction.  They  should  run  northeast  from  the  marginal  way, 
making  an  angle  of  approximately  45°. 

On  the  east  side  of  Sand  Point  flat,  the  waterfront,  in  case  the  suggested 
platting  is  adopted,  will  naturally  be  developed  from  the  shore  outward,  any 
piers  and  slips  which  may  be  constructed  taking  the  same  direction  as  that  of 
the  Mud  Lake  Waterway.     (See  Map  No.  14.) 

The  extreme  end  of  Sand  Point  is  very  desirable  for  a  lake  front,  park 
and  bathing  beach,  so  much  so  that  about  twenty  acres  should  be  re.served  for 
this  purpose. 

The  industry  tracks  of  this  district  can  readily  be  connected  with  the  exist- 
ing Northern  Pacific  Railway  line  a  little  north  of  Pontiac  Bay. 

Between  Sand  Point  Flats  and  Union  Bay,  the  waterfront  is  best  suited 
for  residential  purposes.  On  the  south  side  of  Union  Bay  and  in  the  vicinity 
of  Madison  Park,  is  a  low  lying  area  where  there  is  room  for  a  considerable 
commercial  development  in  connection  with  the  waterfront.    ( See  Map  No.  13. ) 


> 

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PORT     OF     SEATTLE  87 

Madison  Park  (see  Plate  IS'o.  13 1  is  uow  an  important  Watergate  of  the 
city,  and  is  destined  to  become  one  of  its  great  features.  The  facilities  especially 
required  will  be  ferry-boat  landings,  piers  for  lake  steamers,  and  yacht  and  motor 
boat  accommodations.  The  block  of  land  now  occupied  by  the  Madison  Park 
pavilion  is  well  suited  to  make  the  central  feature  of  the  water  terminal  scheme. 
A  very  pleasing  arrangement  may  be  obtained  by  using  the  east  and  west  line 
through  the  center  of  this  block  as  an  axis.  The  ultimate  ferry  landings  should 
be  centered  on  this  axis.  To  the  .south  of  the  ferry  house  can  be  worked  out  a 
fine  yacht  and  motor  boat  terminal,  and  to  the  north,  lake  steamer  and  com- 
mercial facilities  will  predominate. 

Between  East  Lee  Street  and  East  Newton  Street,  Laurel  Shade  Avenue 
should  be  made  not  less  than  120  feet  wide  in  order  to  properly  serve  as  a  mar- 
ginal way.  West  of  Laurel  Shade  Avenue  are  good  opportunities  for  street  car 
loops  and  terminals;  all  of  which  predestines  this  to  be  an  important  transfer 
point  between  water  and  land  transportation  and  one  which  should  be  orna- 
mented by  parking  and  architectural  features. 

The  Washington  Pioneers  Association  Home,  located  at  the  foot  of  Blaine 
Street,  should  be  considered  in  any  parking  plans  to  be  worked  out  and,  if  prac- 
ticable, be  made  an  important  feature  of  the  scheme. 

The  steep  slopes  which  prevail  along  the  west  side  of  Lake  Washington, 
between  Madison  Park  and  Rainier  Beach,  afford  small  opportunity  for  indus- 
trial development,  but  are  scenic  and  attractive  as  home  sites.  Consequently, 
this  waterfront  has  been  considered  from  a  residential  standpoint.  From 
Madison  Park  to  Rainier  Beach  a  combination  highway  and  Park  Boulevard 
should  follow  the  lake  front,  except  at  a  few  points  where  it  is  advantageous 
to  turn  inland  a  little.  Al  points  such  as  Madison  Park,  Leschi  Park,  the  foot 
of  Day  Street,  the  cove  at  Forty-fourth  Avenue  South  and  Charlestown  Street, 
and  others  that  may  develop  where  transportation  connections  may  be  had  to  the 
business  district,  lake  boat  and  ferry  landings  will  be  required. 

At  the  foot  of  Day  Street  there  will  probably  develop  a  very  important  ter- 
minal. 

By  an  eighteen  hundred  foot  tunnel  on  Day  Street  and  connection  with 
Dearborn  Street,  a  highway  is  proposed  between  the  lake  and  the  business  cen- 
ter, with  a  maximum  grade  of  three  per  cent.  When  this  is  realized,  the  Day 
Street  terminal  will  be  the  natural  landing  point  for  ferries  and  boats  plying  to 
the  middle  and  southerly  portions  of  the  east  side  of  the  lake.  It  will  be  an 
especially  convenient  terminal  for  traffic  coming  from  Mercer  Island  points.  At 
this  location  a  very  attractive  Watergate  to  the  city  may  be  developed,  making 
the  ferry  buildings  and  slips  the  central  feature  of  a  symmetrical  scheme  for 
lake  steamer  and  motor  boat  landings.     (See  Plate  No.  14.) 

The  small  cove  in  the  vicinity  of  Charlestown  Street  and  Forty-fourth  Ave- 
nue South  might  be  converted  into  a  waterway.  The  water  is  shallow  in  the 
cove  so  that  the  earth  obtained  from  dredging  the  waterway  would  make  good 
land  on  either  side. 

The  proposed  lake  margin  boulevard,  which  runs  east  and  west  along 
Charlestown  Street,  between  Forty-third  and  Forty-seventh  Avenues  South, 
would  fix  the  southerly  limit  of  the  waterway.  The  center  line  of  Forty-fourth 
Avenue  South,  produced  north,  might  advantageously  be  taken  as  the  axis  of  the 
waterway  which  should  be  not  less  than  three  hundretl  feet  wide. 


88  PLAN    OF     SEATTLE 

The  iinportauce  of  this  location  arises  from  the  fact  that  south  of  the  pro- 
posed waterwaj-  is  a  valley  which  iu  the  vicinity  of  Genessee  Street  swings 
westward  to  a  connection  with  Rainier  Valley,  making  it  possible  to  reach  the 
Rainier  Valley  district  by  easy  grades. 

The  proposed  waterway  would  thus  become  an  economical  landing  place 
for  the  delivery  of  coal,  building  material  and  other  commodities. 

The  flat  country  between  Rainier  Beach  and  Dunlap  is  of  suflScient  area 
and  so  situated  that  it  is  rather  attractive  for  business  and  industrial  i)urposes. 

The  fact  that  the  arterial  highway  located  in  the  Rainier  Valley  will  con- 
verge in  this  vicinity  with  the  marginal  boulevard  along  the  lake,  and  that  in 
Dunlap  Canyon  a  short,  low  grade  connection  may  be  had  with  the  Duwamish 
Valley,  is  sufficient  basis  for  predicting  a  local  waterfront  development  in  this 
location  of  considerable  importance. 

Railway  connections  may  be  readily  had  via  Renton  or  Dunlap  Canyon. 
Between  the  south  end  of  Pritchard's  Island  and  Rainier  Avenue  the  water  is 
shallow,  permitting  the  construction  of  slips  of  considerable  length.  From  the 
south  end  of  Pritchard's  Island,  northward,  some  little  distance,  there  is  an 
opportunity  for  some  development  from  the  marginal  street  outward.  The  lake 
boulevard  through  this  district  would  become  the  marginal  way,  and  where  so 
used  should  be  not  less  than  150  feet  wide. 

Between  Rainier  Beach  and  the  Renton  District,  the  slope  from  the  shore 
back  is  generally  quite  steep,  so  that  there  is  only  a  narrow  margin  outside  of 
the  marginal  way  or  lake  boulevard.  Bulkhead  landings  can  be  constructed, 
however,  and  some  use  of  the  waterfront  made. 

LAKE     WASHINGTON  —  RENTON     DISTRICT 

At  the  south  end  of  Lake  Washington  (see  Map  No.  18)  in  the  vicinty  of 
Renton,  there  is  a  flat  area  of  over  seven  hundred  acres  in  close  proximity  to 
the  waterfront,  that  is  well  suited  for  industrial  purposes.  That  it  will  become 
one  of  the  important  industrial  centers  of  the  city  is  predicted  because  it  is  well 
situated  for  both  rail  and  water  transportation ;  is  at  the  junction  point  of  impor- 
tant highways,  adjoins  the  White  River  and  Duwamish  Valleys  and  is  close  to 
the  sources  of  power,  both  coal  and  hydro-electric.  The  question  of  the  proper 
development  of  a  district  with  the  potential  importance  of  this  one,  is  of  moment 
to  the  City  and  Port  of  Seattle,  and  should  be  treated  accordingly.  The  prime 
factors  aside  from  its  topographical  advantages,  influencing  the  nature  of 
improvements  necessary  to  make  the  most  of  the  possibilities  of  this  district,  are: 
the  Cedar  River;  the  Railways;  the  Arterial  Highways. 

Cedar  River,  which  now  flows  into  Black  River,  may,  upon  the  completion 
of  the  Lake  Washington  Canal  and  the  consequent  lowering  of  the  lake,  be 
easily  diverted  into  Lake  Washington.  This  will  practically  dry  up  Black 
River  and  give  over  its  space  to  highway  and  railway  construction.  The  shal- 
low water  at  the  south  end  of  the  lake  and  the  marsh  lying  south  of  it  can  be 
best  developed  into  desirable  waterfront  property  by  the  construction  of  water- 
ways and  the  resultant  reclamation  of  the  land  adjoining.  The  diverted  Cedar 
River  should  be  enlarged  at  its  mouth  to  form  the  principal  waterway. 

The  west  margin  of  this  waterway  should  be  in  the  neighborhood  of  1,000 
feet  eastward  and  approximately  parallel  with  the  general  alignment  of  the 
Seattle,  Renton  &  Southern  Railway  Company's  existing  track  between  Emer- 


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Municipal  Plans  Commission 

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City  of  Seattle 

Map  Showni- 

Lake  Washington  •  Bothell 
Water  Front  District 


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A*4P     M?.    /y 


PORT    OF     SEATTLE  91 

son  Avenue  and  Fairweather  Street.  Between  the  outer  harbor  line  and  the 
north  line  of  Sec.  18,  T.  23,  N.  R.  5  E.,  the  Cedar  River  Waterway  should  be  not 
less  than  500  feet  wide  between  fender  lines.  South  of  the  north  line  of  Sec.  18 
a  straightened  river  channel  not  less  than  200  feet  wide  will  be  sufficient.  From 
its  junction  with  the  southerly  end  of  the  500  foot  waterway,  thence  south- 
easterly, the  diverted  channel  of  the  Cedar  River,  as  located  by  the  Waterway 
Commission  for  District  No.  2,  is  satisfactory.      (See  Map  No.  18.) 

The  north  and  south  arterial  highways  from  each  side  of  Lake  Washing- 
ton must  on  account  of  the  topograi)hy  of  the  country  pass  through  the  narrow 
valley  connecting  the  south  end  of  Lake  Washington  with  the  White  River 
Valley.  The  main  highway  down  Cedar  River,  the  state  road  to  eastern  Wash- 
ington via  Issaquah  and  Snoqualmie  Pass,  and  the  principal  artery  from  the 
plateau  southeast  of  Renton,  must  join  the  north  and  south  arteries  in  the  Ren- 
ton  District. 

The  necessity  of  taking  care  of  so  many  important  lines  of  travel  has  its 
effect  on  the  plans  for  waterfront  development.      The  marginal   way   following 
the  lake  shore  southeasterly  from  Rainier  Beach  should  not  be  less  than  150 
feet  Avide  opposite  bulkhead  landings  and  should  not  be  less  than  150  feet  wide 
back  of  property  which  may  be  developd  with  slips.     Near  Bryant  Street  the 
marginal  way  should  curve  to  the  south  and  follow  the  general  direction  of  the 
existing    Seattle,    Renton    &    Southern     Railway    Company's    track    to    Fair- 
weather  Street  where  it  should  curve  to  the  east  and  follow  along  the  north 
line  of  Section  18  to  the  Northern  Pacific  Railway  right  of  way.     Between  the 
north   line  of  Section    18  and  the  crossing   of   the   Columbia   &   Puget    Sound 
Railroad  Company's  spur  near  the  north  line  of  Section  8,  the  Northern  Pacific 
line  should  be  straightened  so  as  to  join  these  two  points  by  a  tangent.     The 
marginal  street  between  the  line  of  Section  18  and  the  north  line  of  Section  8 
should  be  not  less  than  150  feet  wide  and  be  located  adjacent  to  the  west  side 
of  the  relocated  Northern  Pacific  right  of  way.     East  of  the  proposed  Cedar 
River  Waterway  there  is  room  for  two  paralleling  waterways.    The  middle  one 
should  be  not  less  than  400  feet  and  the  easterly  one  not  less  than  300  feet  in 
width  between  fender  lines.     Between  the  outer  and  inner  harbor  lines  east  of 
the  proposed  Cedar  River  Waterway  there  is  a  good  opportunity  for  slip  and 
pier  construction,  as  may  be  required,  also  on  the  west  side  between  said  water- 
way and  Fourth  Street  the  location  is  good   for  slips  and   piers.      These  slips 
should  be  substantially  parallel  with  the  waterway.     While  some  larger  vessels, 
especially  if  they  have  full  cargoes  consigned   to  factories  in   the  Renton   Dis- 
trict may  come  here  to  unload,  it  is  likely  that  a  large  proportion  of  raw  materials 
and  commodities  taken  to  and  from  this  district  will  be  transported  by  barges 
and  lighters.     The  handling  of  these  barges,  etc.,  will,  to  a  considerable  extent, 
be  done  by  motor  tugs,  consequently  in   this,   as  in   other   districts  around   the 
lakes,  attention  should  be  given  to  the  provision  of  facilities  for  taking  care  of 
such  boats  and  of  providing  sufficient  landings  for  motor  boats,  etc.,  especially 
at  the  inner  ends  of  the  waterways  and  slips.     (See  Map  No.  18.) 

The  location  of  the  Northern  Pacific  Lake  Washington  Belt  Line,  the  Chi- 
cago, :Milwaukee  &  Puget  Sound  main  line  and  the  Columbia  &  Puget  Sound 
lines  through  this  district  assures  excellent  railroad  connections.  For  the  most 
part,  the  plans  have  been  made  to  conform  to  existing  rights  of  way  but,  as 
stated  in  connection  with  the  description  of  the  marginal  street,  the  curve  in  the 


92  PLAN     OF     SEATTLE 

Northern  Parifio  line  in  the  west  side  of  Section  8,  should  be  eliminated.  An 
industrial  switch  track  should  be  laid  along  the  marginal  ways  from  which  spurs 
can  lead  into  the  property  to  be  served.  In  the  area  between  the  marginal 
streets  and  the  lake  the  spurs  should,  in  general,  be  located  i)arallel  to  the  water- 
ways and  slips. 

LAKE     WASHINGTON— EAST     SIDE     DISTRICT 

Betwen  the  north  end  of  the  Renton  District  and  May  Creek,  a  little  north 
of  the  east  and  west  center  line  of  Section  32,  the  marginal  street  should  con- 
tinue adjacent  to  the  west  side  of  the  Northern  Pacific  right  of  way  and  wher- 
ever there  is  any  considerable  area  on  the  water  side  of  the  marginal  way  the 
street  should  be  not  less  than  150  feet  wide,  otherwise  a  width  of  120  feet  is 
sufficient. 

At  the  mouth  of  May  Creek,  near  the  north  line  of  Sec.  32,  T.  24,  N.  R.  5 
E.  there  is  .some  valley  land  east  of  the  Northern  Pacific  right  of  way  suitable 
for  industrial  sites.  On  the  west  side  of  the  Northern  Pacific  right  of  way  there 
is  a  strip  of  marshy  shore  land  about  a  mile  long.  The  water  in  front  of  this 
marsh  shoals  out  to  a  considerable  distance  so  that  l)y  using  the  earth  from  the 
dredging  of  slips  a  considerable  area  which  would  make  very  desirable  industrial 
waterfront  may  be  reclaimed.  A  suggestion  for  the  treatment  of  this  piece  of 
waterfront  is  shown  on  Map  No.  17. 

Between  the  May  Creek  and  the  south  line  of  Section  17,  the  land  rises  so 
abruptly  from  the  shore  that  the  waterfront  margin  is  hardly  more  than  wide 
enough  for  the  existing  railway  right  of  way  and  the  proposed  marginal  street 
which  in  this  location  need  not  be  more  than  120  feet  in  width. 

Mercer  Slough  is  located  from  the  south  line  of  Sec.  17,  T.  24,  N.  R.  5.  E. 
northward  to  the  north  line  of  Sec.  33,  T.  25,  N.  R.  5  E.  Between  the  south 
line  of  Sec.  17  and  the  east  and  west  center  line  of  Sec.  8,  is  a  quite  extensive 
marshy  and  shoal  water  area  which  may  be  easily  reclaimed  for  industrial  sites. 
From  the  south  half  of  Sec.  8,  Mercer  Slough  extends  northward  following  very 
closely  the  section  line  between  Sections  8  and  9,  4  and  5,  and  32  and  33.  On 
either  side  of  it  there  is  a  marshy  valle\-  from  one-half  to  three-fourths  of  a 
mile  wide  which  may  be  reclaimed  and  made  suitable  for  industrial  sites.  On 
Map  No.  17  is  suggested  a  scheme  for  the  development  of  the  property.  Between 
the  south  line  of  Sec.  17  and  the  north  line  of  Sec.  8,  the  marginal  street  should 
be  located  a  block  west  of  the  Northern  Pacific  right  of  way.  The  waterways 
and  slips  should  extend  in  a  southwesterly  direction  from  this  marginal  way. 
The  entrance  to  what  may  be  termed  the  Mercer  Slough  waterway  should  fol- 
low this  general  direction  and  will  leave  the  existing  northerly  shore  at  the 
south  of  the  slough  approximately  500  feet  distant.  At  a  i)oint  in  the  west  half 
of  the  southwest  quarter  of  Sec.  9,  the  waterway  should  turn,  thence  extending 
northward.  From  the  turning  point  outward  the  waterway  should  be  at  least 
600  feet  wide  between  bulkhead  lines,  but  from  thi.s  turn  northward  to  a  point 
a  little  north  of  the  south  line  of  Sec.  5  a  width  of  400  feet  would  be  sufficient. 
Through  Sec.  5  the  waterway  may  be  narrower  or  not  as  the  needs  at  the  time 
of  development  may  require.  At  the  terminus,  a  turning  basin  should  be  pro- 
vided. A  small  waterway  of  this  nature  would  not  be  expensive  to  construct 
and  the  earth  obtained  in  the  dredging  would  be  available  for  reclaiming  the 
adjacent  land.     Northward  from  the  fiOO  foot  entrance  it  is  not  likely  that  facili- 


PORT     OF     SEATTLE  93 

ties  for  large  boats  will  be  required,  it  being  assumed  that  the  waterway  will  be 
used  largely  for  barge  and  lighter  service  to  factories  and  industries  located 
along  its  margin. 

The  marginal  way  along  the  east  side  of  the  slough  should  be  produced 
northward  paralleling  the  general  direction  of  the  waterway  at  a  distance  vary- 
ing from  400  to  1,000  feet.  On  the  west  side  a  marginal  street  should  be  pro- 
vided also  paralleling  the  waterway  at  about  the  same  distance.  These  streets 
should  be  properly  connected  north  of  the  north  end  of  the  waterway  and  would 
from  there  be  merged  into  the  arterial  highways  leading  northward.  The  east- 
erly marginal  way  would  not  be  less  than  150  feet  in  width  and  the  marginal 
street  on  the  west  side  of  the  waterway  should  not  be  less  than  120  feet  in 
width.  On  these  marginal  streets  an  industrial  belt  line  should  be  constructed, 
the  tracks  to  the  east  and  west  sides  of  the  waterway  being  connected  by  a 
loop  running  to  the  north  end  as  suggested  on  Map  No.  17.  The  development 
of  this  district  along  the  general  lines  indicated,  would  make  available  in  the 
neighborhood  of  700  to  800  acres  admirably  situated  for  industries  and  fac- 
tories, especially  those  desiring  large  areas  of  land. 

Northward  from  fiercer  Slough  the  proposed  lake  boulevard  cuts  across 
country  to  Meydenbauer  Bay,  the  easterly  shore  of  which  is  followed  to  the 
north  end  of  the  bay.  From  Meydenbauer  Bay  northward  the  boulevard  fol- 
lows an  irregular  course  keeping  back  of  the  headlands  and  again  reaches  the 
waterfront  at  Yarrow.  About  Mercer  Island  and  along  the  east  side  of  the 
lake  from  Mercer  Slough  to  Yarrow  the  waterfront  is  especially  attractive  for 
lake  front  residences  and  has  been  considered  accordingly.  At  Meydenbauer 
Bay  landing  facilities  for  lake  steamers,  ferries,  motor  boats,  etc.,  should  be 
developed.  A  little  south  of  the  entrance  to  Meydenbauer  Bay  and  just  west  of 
the  east  line  of  Section  30,  T.  25,  N.  R.  5  E.,  is  a  small  cove  which  is  admirably 
situated  for  a  ferry  and  boat  terminal  for  vessels  connecting  with  points  on  the 
west  side  of  the  lake.  It  is  especially  well  located  with  reference  to  the  proposed 
Day  Street  terminal,  as  between  these  two  points  a  quick  ferry  service  can  be 
given.  The  arterial  highway  and  boulevard  system  proposed  in  this  vicinity 
will  make  the  landing  point  easily  accessible  from  the  country  east  of  the  lake 
between  Mercer  Slough  and  Y'^arrow. 

On  the  lake  front  between  Y''arrow  and  Juanita  the  lake  boulevard  should 
follow  the  shore  line  and  be  used  as  a  marginal  way  at  points  where  commercial 
development  of  the  waterfront  takes  place.  ( See  Map  No.  16. )  It  should  be  not 
less  than  120  feet  wide.  In  the  vicinity  of  the  junction  of  Market  Street  and  Lake 
Avenue,  Kirkland,  there  is  a  natural  terminal  point  for  ferry  and  shipping  traffic 
to  a  large  area  of  country  easterly  of  Lakes  Washington  and  Sammamish. 
From  this  location  main  highways  will  lead  along  the  lake  shore  northeasterly 
through  a  large  upland  country  to  connections  with  Sammamish  Valley  points, 
easterly  to  Lake  Sammamish,  Snoqualmie  River  and  eastern  Washington  points 
and  southeasterly  through  the  upland  area  between  Lakes  Washington  and 
Sammamish. 

All  these  projects  are  factors  which  will  tend  to  make  the  Kirkland  ter- 
minal an  important  water  gate  to  the  east  shore  and  have  been  considered  in 
making  the  suggested  improvement  of  the  Kirkland  Avaterfront  as  shown  on 
Map  No.  16. 

A  gateway  of  the  importance  this  will  become  should  be  treated  in  a  way 


94  PLAN     OF     SEATTLE 

that  will  make  it  attractive  and  impressive.  A  sufficient  area  of  land  north  of 
Lake  Avenue  and  west  of  ^larket  Street  should  he  acquired  for  the  creation  of 
a  plaza  large  enough  to  prevent  congestion  of  traffic.  In  the  laying  out  of  this 
section  provision  should  be  made  for  looping  the  street  cars  which  will  eventu- 
ally center  in  front  of  the  ferry  landing.  Ultimately  a  ferry  building  of  monu- 
mental design  will  doubtless  be  built  facing  the  plaza. 

Juanita  Bay,  located  just  north  of  Kirkland,  is  a  shallow  inlet  which,  when 
properlj'  laid  out,  will  become  a  very  attractive  industrial  waterfront  property. 
Railway  connection  with  the  Northern  Pacific  Belt  Line  can  be  made  through 
the  valley,  running  northerly  and  easterly  from  the  head  of  the  bay.  The  mar- 
ginal way  for  the  waterfront  should  be  in  line  with  Market  Street  produced 
north  from  Kirkland.  That  part  of  it  on  which  switching  tracks  will  be  laid 
should  be  not  less  than  150  feet  in  width  because  it  will  be  one  of  the  links  in 
the  arterial  highway  passing  through  this  district.  The  lake  boulevard  should 
skirt  the  head  of  the  bay  as  shown  on  Map  No.  Ifi;  thence  around  the  lake 
shore  to  the  north  end  of  Lake  Washington.  The  lake  boulevard  on  the  north 
side  of  Juanita  Bay  can  readily  be  laid  on  a  tangent  following  the  general 
direction  of  the  shore  line.  This  line  should  be  made  the  base  line  for  laying  out 
the  waterfront  property.  The  outer  harbor  line,  approximately  the  30  foot  con- 
tour line  below  lake  level  should  be  in  the  vicinity  of  Oregon  Street,  produced 
northerly  across  the  mouth  of  the  bay.  Two  waterways  should  be  laid  out 
extending  northeasterly  from  this  outer  harbor  line  and  paralleling  the  lake 
boulevard  on  the  north  side  of  the  bay.  The  northerly  waterway  which  would 
naturally  be  the  longer,  should  have  a  clear  width  of  400  feet  between  fender 
lines  and  be  located  in  the  neighborhood  of  500  feet  from  the  lake  boulevard. 
There  should  be  left  an  area  in  the  neighborhood  of  900  feet  in  width  between 
the  two  waterways.  The  easterly  waterway  should  also  be  be  not  less  than  400 
feet  between  fender  lines.  At  the  end  of  the  area  between  the  waterways,  if 
required,  there  will  be  sufficient  space  for  the  construction  of  three  good  piers. 
On  the  south  side  of  Juanita  Bay  near  the  outer  end  of  the  southerly  waterway 
adjacent  to  the  proposed  park,  a  ferry  service  will  eventually  be  needed  so  that 
provision  for  ferry  slips  and  landings  for  lake  steamers,  etc.,  should  be  made. 
Industrial  tracks  serving  this  property  will  lead  off  the  marginal  way  at  the 
easterly  end  of  the  bay  and  run  generally  parallel  with  the  waterways.  The 
land  that  will  be  reclaimed  in  connection  with  the  dredging  of  these  proposed 
waterways  together  with  the  level  land  adjacent  to  the  bay,  will  make  in  the 
neighborhood  of  500  acres  of  attractive  industrial  property. 

Northward  from  Juanita  to  the  north  end  of  the  lake  the  land  rises  abruptly 
from  the  water  and  has  been  considered  as  residential  property.  The  north  end 
of  Lake  Washington  while  it  is,  strictly  speaking,  outside  of  the  limits  under 
consideration  by  the  Municipal  Plans  Commission,  is  of  such  importance  that 
it  becomes  difficult  to  determine  upon  plans  for  highways  and  transportation 
leading  from  the  city  northward  without  taking  it  into  consideration.  For  that 
rea.son  a  general  study  of  the  situation  in  that  district  has  been  made. 

Sammamish  Hiver  connects  Lake  Sammamish  with  Lake  Washington  and 
eventually  a  channel  will  be  dredged  connecting  the  two  lakes,  which  though 
not  necessarily  designed  for  the  use  of  large  boats,  should  have  a  sufficient 
depth  to  be  navigable  by  smaller  vessels.  This  channel,  from  its  junction  with 
Lake  Washington  easterly  for  a  mile  or  two  could  readily  be  made  a  valuable 


PORT     OF     SEATTLE  95 

commercial  waterway  and  should  have  a  width  suitable  for  such  purposes.  The 
water  is  quite  shallow  for  a  considerable  distance  at  the  north  end  of  Lake 
Washington  so  that  the  outer  harbor  line,  approximately  on  the  30  foot  con- 
tour line  below  lake  level,  can  be  located  a  little  south  of  the  north  line  of  Sec.  15, 
T.  26,  N.  R.  4  E.  ( See  Map  No.  15. )  The  entrance  to  the  waterway  should  be  not 
less  than  1,000  feet  in  width  in  order  to  obtain  material  for  filling  the  areas  along- 
side. In  the  vicinity  of  the  east  line  of  Section  10  a  basin  about  1,000  feet  wide 
should  be  provided  on  the  north  side  of  the  waterway.  In  this  basin  should  be  lo- 
cated the  landings  for  lake  steamers  serving  the  country  northward  of  the  lake. 
This  basin  will  also  become  an  important  motor  boat  harbor.  Above  the  first  bend 
in  the  waterway  a  width  of  500  feet  should  be  sufficient  and  beyond  the  second 
bend  400  feet.  The  arterial  highway  leading  from  the  city  to  Bothell  passes 
around  the  northerly  end  of  the  lake  adjoining  the  north  side  of  the  Northern 
Pacific  right  of  way.  This  thoroughfare  should  be  100  feet  in  width.  Adjacent 
to  the  southerly  side  of  the  Northern  Pacific  right  of  way,  skirting  that  portion 
of  the  waterfront  which  is  suitable  for  development,  an  additional  80  feet  of 
street  width  should  be  provided  for  marginal  way  purposes.  The  marginal 
highway  along  the  east  side  of  the  lake  should  swerve  to  the  east  and  follow 
along  the  south  side  of  the  Sammamish  waterway  to  a  connection  with  the 
road  between  Kirkland  and  Bothell  in  the  vicinity  of  its  intersection  with  the 
north  line  of  Section  18,  T.  26,  N.  R.  5  E.  Such  portions  of  the  highway  as 
will  be  occupied  by  switching  tracks  should  not  be  less  than  160  feet  in  width. 
A  service  track  should  eventually  be  run  from  a  connection  with  the  Nor- 
thern Pacific  line  in  the  vicinity  of  Bothell  to  Lake  Washington  following  the 
south  shore  of  the  Sammamish  River.  It  should  be  located  on  the  thorough- 
fare which  will  become  the  marginal  street  along  that  part  of  the  waterfront 
suitable  for  industrial  purposes. 

In  addition  to  the  shoal  and  marsh  lands  described  that  may  be  reclaimed, 
there  is  a  quite  extensive  level  area  of  land  on  the  north  side  of  the  lake  at  the 
mouth  of  McAleer  Creek  and  Swamp  Creek,  which  is  adapted  to  industrial  uses. 

SHORE     FRONTAGE     OF     SEATTLE'S     HARBOR 

(Mileage  Estimated) 

An  approximate  estimate  of  the  length  of  Seattle's  future  shore  frontage 
is  shown  in  the  following  tabulations,  which  include  the  East  and  West  Water- 
ways, Duwamish,  Smith's  Cove  and  West  Point  Waterways,  the  waterway  at 
the  entrance  to  Salmon  Bay  and  the  Renton,  Mercer,  Sammamish  and  other 
waterways  shown  on  the  waterfront  maps,  but  does  not  include  the  ordinary 
pier  frontage. 

Districts  Shore  and  W.\terway  Frontage 

West  Seattle  13.46  miles 

Harbor  Island 7.74     " 

Duwamish  Waterway  8.89     " 

Central  Waterfront  2.67     " 

Smith's  Cove — West  Point 8.52     " 

Ballard  (below  the  lock) 12.10     " 

Total  tidal  frontage 53  miles 


96  PLAN    OF     SEATTLE 

Ballard  (above  the  lock) 5.67  miles 

Lake  Union  8.52  " 

Lake  Washington— West  Side 31.18  " 

Lake  Washington— East  Side  35.98  " 

Lake  Wasiiington — Kenton 4.54  " 

Lake  ^^  ashington — Mercer  Island  13.63  " 

Sammaniish  Waterway  and  Lake 40.00  " 


Total  non-tidal  frontage 140  miles 


Grand  Total 193  miles 

A  considerable  portion  of  this  frontage  is  not  suited  for  commercial  or  in- 
dustrial purposes,  but  is  attractive  as  residential  and  park  property. 

The  lengths  of  shore  frontage  roughly  classified  as  to  uses  are  as  follows : 

Com-  Resi- 

location  mekcial  dentiai. 

Tidal  frontage  (below  tlie  lock) 40  miles  13  miles 

Non-tidal  frontage   (above  the  lock)     (exclusive    of 

Sammamish  Lake  and  channel) 48  miles  52  miles 

Total  88  miles       65  miles 


DRY     DOCK 

The  matter  of  a  dry  dock  to  accommodate  large  vessels  has  been  kept  in 
mind  in  connection  with  the  studies  made  of  the  waterfront.  There  are  in 
the  various  sections  of  the  harbor  a  number  of  desirable  locations  for  float- 
ing docks,  but  the  location  of  a  graving  dock  is  a  more  serious  problem. 
While  surveys  and  drawings  have  not  been  made,  the  indications  are  that  a 
good  location  for  a  large  dry  dock  may  be  had  along  the  southerly  shore  of 
Alki  Point.  A  dry  dock  and  ship  yard  in  that  locality  would  probably  require 
some  change  in  the  marginal  way. 

SEA     WALLS 

The  tide  land  lying  between  Railroad  Avenue  and  the  inner  harbor  line 
and  south  of  an  east  and  west  line  drawn  about  three  hundred  fifty  feet  south 
of  the  center  line  of  Connecticut  Street,  has  been  filled.  Also  north  of  the 
east  and  west  line  mentioned  to  the  south  line  of  AVashington  Street,  part  of 
the  area  has  been  filled. 

The  Pacific  Coast  Company  has  built  a  heavy  concrete  wall  around  its 
portion  of  the  above  described  areas,  so  arranged  as  to  leave  satisfactory  slip 
and  pier  accommodations. 

The  areas  remaining  should  have  sea  wall  protection  whenever  the  tem- 
porary bulkheads  have  been  destroyed  by  the  teredo.  This  wall  should  be  so 
planned  as  to  provide  for  slips  and  piers  of  such  dimensions  as  may  be  approved 
by  the  Port  of  Seattle. 


f^- 


y/^-^- 


I. 


Design  No  \ 


Municipal  Plans  Comnnission 

<rf»he 

City  of  Seattle. 

PROPOSED    SEA  WALLS 

tor 

Central  Waterfront  District 

Scale 

September  1911  Vir(il  0    ^ogvm. 


PLATE   yO.  IS 


98  PLAN    OF     SEATTLE 

Oh  reference  to  Map  No.  !),  it  will  he  seen  that  the  areas  above  described 
afford  ojiportunitv  for  fairly  toininodious  slips  and  piers,  and  the  same  may 
be  reasonably  said  of  the  strip  between  Washington  Street  and  Madison 
Street.  Between  Madison  Street  and  Mercer  Street  the  tideland  strip  is 
narrow,  and  as  a  f'onse(inenc(>  the  best  location  for  the  sea  wall  here  is  gen- 
erally along  the  A\'est  margin  of  Kailroad  Avenne,  widened  where  necessary. 
The  same  location  applies  to  the  area  between  Mercer  Street  and  Smith's  Cove 
(see  !Map  No.  0),  it  having  l)een  recoiiimend('<l  in  this  report  that  the  slips 
and  piers  of  this  area  shonld  be  parallel,  having  a  north  and  sonth  direction 
and  occupying  all  the  space  outward  from  Railroad  Avenue. 

Other  than  for  the  marginal  lines  of  the  principal  waterways  and  the 
westerly  marginal  line  of  Railroad  Avenue,  widened  where  neceSvSary,  from 
Madison  Street  to  Smith's  Cove  Waterway  no  sea  Avail  locations  are  herein 
designated.  Between  Mercer  Street  and  West  Point,  as  described  under  the 
caption  "Smith's  Cove-West  Point  District,"  designated  on  ;^^aps  No.  9,  and 
No.  10,  is  shown  an  entirely  new  plat,  on  which  the  marginal  way  west  of 
Smith's  Cove  Waterway  has  been  located  near  the  foot  of  the  bluff.  In  this 
and  all  like  situations  those  who  improve  the  property  will,  in  many  cases, 
desire  to  fill  considerable  areas,  the  materials  therefor  being  largely  obtained 
by  dredging  slips  into  the  tideland  strip  toward  the  proposed   marginal  way. 

Sea  walls  should  be  constructed  by  the  Port  of  Seattle  in  a  manner  pro- 
vided by  law. 

In  all  cases  where  owners  of  waterfront  property  desire  to  fill  private 
property  outside  the  located  sea  wall,  they  should  be  permitted  to  do  so,  on 
approval  of  their  plans  by  the  Port  of  Seattle,  the  extra  cost  of  enclosing  their 
filled  holdings  by  a  sea  wall  to  be  borne  by  them. 

In  the  evolution  of  things  there  will  arise  cases  where  owners  of  water- 
front property  will  prefer  to  enclose  their  filled  areas  with  practically  vertical 
concrete  walls,  as  has  been  done  by  the  Pacific  Coast  Company,  thus  leaving 
slips  entirely  free  of  encroaching  slopes.  In  all  such  cases  there  can  be  no 
possible  objection  so  long  as  the  plans  co-ordinate  with  the  plans  or  regula- 
tions of  the  Port  of  Seattle. 

It  is  not  practicable  at  this  time  to  design  a  sea  wall  which  will  fit  all 
cases  and  conditions.  Design  No.  1,  on  Plate  No.  15,  will  be  satisfactory 
for  a  great  part  of  the  developed  waterfront. 

In  the  construction  of  a  sea  wall  according  to  this  design,  it  is  intended 
that  broken  rock  of  large  size  and  free  from  dirt  and  small  particles  shall  be 
dumped  in  windrows  one  above  the  other,  forming  the  slope  of  the  structure 
facing  the  bay.  On  completion  of  the  first  windrow  to  a  level  eight  feet  or 
more  in  height,  as  required  by  local  conditions,  the  area  behind,  that  is,  on 
the  shore  side,  is  to  be  filled  by  regrade  or  other  suitable  materials.  The  next 
windrow  is  then  built  on  top  of  the  first,  and  on  line  with  the  slope,  and  fill- 
ing made  behind  it,  and  by  repetition  of  the  process  the  work  is  carried  on  by 
steps  to  mean  low  water. 

The  face  of  the  loose  broken  rock  will  take  a  natural  slope  of  about  one 
and  one-quarter  to  one.  After  the  filling  is  completed  to  street  grade,  a  slope 
wall  of  about  three  feet  in  thickness  should  be  laid  in  cement  mortar  from 
mean  low  water  to  surface  of  the  street  or  floor  of  the  dock. 

This  method   of  construction   insures  stability,  and  that  part  of  the  wall 


Nots- 

C^eo^of*^  filing   'o    Im  ua^rf 

caw  .<»>^^^«*>r  M^aW  ^^V '-t*?' ««*.^  mUT «r  A 


Design  No.  3 


Municipal  Plans  Comnnission 
City  of  Seattle. 

PROPOSED    SEA  WALLS 


East  and  West  Waterways 

Scale 
*"*   *  ft  J   4  ir-if-h-ir-i.*^ 
Seivtcnbcr  mi.  Virfil  Q.  Bocue.  Encineer. 


Design  No.  A 

Note 

Rip  rapshOQia  t>eof^-.cn  fhicMnass 
as  coi^dttio**A  rgqi/ira,  ro  t>3  <^efermif9a^ 


PLATE    JVO.   JO 


6  ?  o 


PORT    OF    SEATTLE  101 

above  mean  low  water,  being  laid  in  cement  mortar,  will  be  tight,  presenting 
a  barrier  against  that  destructive  animal,  the  wharf  rat. 

Under  this  design  the  forefoot  of  a  vessel  of  heavy  draft  may  approach 
within  fifty-seven  feet  of  the  margin  of  the  avenue  at  extreme  low  water. 

Alternative  Design  No.  2,  plate  No.  15,  may  be  found  desirable  in  some 
cases.  By  this  design  the  forefoot  of  a  vessel  of  heavy  draft  may  approach  within 
thirty-two  feet  of  the  margin  of  the  street. 

For  situations  on  the  waterways  subject  to  but  light  wash  from  the  waves, 
Design  No.  3,  Plate  No.  16,  may  be  satisfactory  in  some  instance,  but  should  the 
net  width  of  East  and  West  Waterways  be  nine  hundred  feet,  it  will  be  found 
necessary  to  adopt  Design  No.  2,  so  modified,  however,  that  the  bottom  of  the 
concrete  wall  shall  be  at  greater  depth  below  datum,  probably  not  less  than  ten 
feet  below  extreme  low  tide. 

It  is  obvious  that  where  the  material  is  of  sliding  character,  it  will  be 
difficult  to  build  on  any  design  which  does  not  fully  provide  therefor. 

The  difficulty  and  the  great  expense  of  building  sea  walls  along  the  prop- 
erty lines  of  the  East  and  West  Waterways,  or  even  fifty  feet  outward  there- 
from, have  led  to  the  suggestion  that  these  waterways  be  made  seven  hundred 
fifty  feet  between  fender  lines,  thus  encroaching  one  hundred  twenty-five  feet 
on  the  water  area  of  each  side.  The  width  of  seven  hundred  fifty  feet  is  be- 
lieved to  be  ample  and  would  render  improvements  of  these  waterways  com- 
paratively simple  and  practicable  and  would  doubtless  result  in  early  construc- 
tion. Design  No.  5,  Plate  No.  17,  is  adapted  to  the  width  of  seven  hundred  fifty 
feet  referred  to. 

On  the  other  hand  there  are  legal  questions  relating  to  the  ownership  of 
the  one  hundred  twenty-five  foot  strip  which  would  demand  settlement.  This 
is  a  matter  which  should  be  taken  up  in  detail  by  the  Port  of  Seattle. 

These  sea  wall  designs  all  indicate  the  use  of  creosoted  timber  piles,  but 
in  time  concrete  piles  will  probably  be  found  more  desirable. 

The  cost  of  Design  No.  1,  Plate  No.  15,  including  riprap,  masonry  slope  wall, 
all  filling,  sidewalk  and  curb,  will  be  from  seventy-five  to  one  hundred  dollars 
per  lineal  foot. 

The  cost  of  Design  No.  2,  will  be  from  one  hundred  ten  to  one  hun- 
dred twenty-five  dollars  per  lineal  foot,  including  riprap,  filling  behind  rip- 
rap face  and  concrete  wall,  supporting  piles,  sidewalk  and  curb,  but  not  in- 
cluding any  portion  of  the  wharf  and  pier. 

The  cost  of  Design  No.  3,  Plate  No.  16,  including  dredging,  riprap,  masonry 
slope  wall,  wharf  and  tracks  complete,  will  be  from  sixty-five  to  eighty-five  dol- 
lars per  lineal  foot. 

The  cost  of  Design  No.  4,  including  dredging,  riprap,  masonry  slope  wall, 
concrete  wall  and  supporting  piles,  wharf  and  tracks  complete,  will  be  eighty 
to  one  hundred  dollars  per  lineal  foot. 

The  cost  of  Design  No.  5,  Plate  No.  17,  including  dredging,  riprap,  etc.,  will 
be  fifty  dollars  per  lineal  foot.  The  piles,  wharf  and  tracks  complete  will  add 
sixty  dollars  thereto,  making  an  aggregate  of  one  hundred  ten  dollars. 

In  the  case  of  each  of  these  designs,  except  No.  5,  for  the  purpose  of 
estimating  costs,  the  bottom  of  the  riprap  face  is  assumed  to  be  fifty  feet  below 
city  datum,  and  the  top  of  the  wall  to  be  six  and  five-tenths  feet  above  datum, 
making  fifty-six  and  five-tenths   feet  in  all  and  providing  for  a  depth  of  water 


102  PLAN    OF     SEATTLE 

not  less  than  thirty-three  feet  at  extreme  low  tide.  With  Design  No.  5  the 
estimate  extends  to  a  depth  of  55  feet  below  city  datum. 

In  the  case  of  the  waterways,  the  areas  occupied  by  the  riprap  slopes  of 
the  walls  can  be  used  for  marginal  wharves  for  warehouses. 

This  would  be  the  first  construction,  but  eventually  after  at  least  some 
years,  pernianeut  concrete  walls  should  he  built  on  the  fender  line,  the  space 
behind  being  filled  up  so  as  to  form  permanent  work. 

DRAWBRIDGES 

We  have  seen  how  essential  the  proper  development  of  the  harbor  facili- 
ties of  a  seaport  is  to  its  prosperity,  growth  and  advancement. 

Seattle  has  advantages  in  her  combination  of  bays,  lakes  and  canals,  to- 
gether with  her  location  and  facilities  of  communication  with  our  own  coun- 
try and  with  foreign  lands,  equalled  by  few  ports,  and,  certainly,  excelled  by 
none. 

Of  all  the  opportunities  presented  for  harbor  development  at  Seattle,  the 
magnificent  Avaterways  and  the  proposed  West  Point  Basin  are  the  best  for 
over-sea  commerce,  especially  for  large-cargo  vessels  and  important  industrial 
undertakings. 

These  waterways  are  Seattle's  best  asset   in   her  bid  for  world-wide  trade. 

In  spite  of  this,  however,  and  ignoring  the  great  interest  taken  by  the 
people  of  the  city  at  large  in  the  development  of  the  port,  and,  further,  with- 
out consideration  of  the  fact  that  one  of  the  main  objects  of  the  Municipal 
Plans  Commission  is  to  secure  plans  which  will  direct  and  hasten  the  develop- 
ment of  the  port,  and  that  the.se  plans  have  not  yet  been  laid  before  the  peo- 
ple, some  citizens  are  urging  the  construction  of  a  viaduct  along  Railroad 
Avenue  from  Holgate  Street  or  vicinity,  across  the  East  and  West  W'aterways 
to  West  Seattle. 

The  objections  to  this  scheme  are  so  apparent  that  it  seems  strange  they 
are  not  more  seriously  considered  by  those  interested  in  it,  who  no  doubt  de- 
sire the  ultimate  good  of  the  city. 

The  benefits  of  the  viaduct  would  be  transitory.  The  projectors  of  the 
scheme  are  endeavoring  to  convince  themselves  and  others  that  the  benefit  re- 
sulting therefrom  would  be  a  complete  revolution  in  transportation  between 
the  divisions  of  the  city  lying  on  either  side  of  Elliott  Bay.  This  might  be 
the  result  if  it  were  possible  to  construct  a  fixed  bridge  at  ordinary  street  level 
which  would  be  unimpeded  in  its  functions  by  demands  other  than  those  of 
travelers  to  and  from  their  daily  vocations.  Such  a  condition,  however,  we 
know  is  not  within  the  range  of  possibilities. 

The  necessity  of  two  draws  and  the  fact  that  the  proposed  viaduct  would 
be  many  feet  above  street  level,  face  every  consideration  of  this  matter. 

It  may  safely  be  as.serted  that  there  has  never  been,  and  never  will  be, 
a  draw  operating  between  two  parts  of  a  busy  town  that  did  not  prove  a  seri- 
ous drawback  to  every  interest,  public  and  private,  therein  involved. 

The  people  to  be  served  by  the  draws  contemplated  here  would  be  taught 
a  speedy  and  unnecessary  lesson  of  patience  and  endurance. 

It  has  been  urged  in  behalf  of  the  viaduct  scheme  that  one  has  only  to 
recall  established  precedent  to  regard  it  with  favor.  Ignoring  the  unsatisfac- 
tory, annoying  and  blighting  effects  of  draws  at  Portland,  Oregon,  they  desig- 


PORT    OF    SEATTLE  103 

nate  Chicago  and  Milwaukee  as  examples  of  their  extended,  successful  exist- 
ence. As  a  matter  of  fact,  these  two  cities  are  both  struggling  to  minimize 
the  evil  effects  of  narrow,  crooked  channels  and  of  draws,  and  propose  to 
make  real  harbor  improvements  by  building  wharves,  etc.,  on  the  lakefront. 

Chicago  has  tested  drawbridges  to  the  limit,  and  a  train  of  annoyances 
has  resulted  to  the  large  population  dependent  upon  them.  The  situation  has 
become  such  that  restrictions  are  placed  upon  the  opening  of  the  draws  durin^ 
rush  hours  of  the  morning  and  evening,  in  order  that  the  suffering  public  may 
be  partially  accommodated.  The  new  order  is  a  mitigation  of  the  evil,  so  far 
as  the  people  are  concerned,  but  has  so  greatly  increased  delays  to  navigation 
and  business  that  the  final  outcome  has  been  a  severe  decline  in  the  com- 
merce of  the  port. 

The  Chicago  Harbor  Commission  was  finally  appointed,  and  after  months 
of  conscientious  work  submitted  a  report  in  which  the  following  recommenda- 
tions were  made : 

First :  That  the  draws  be  increased  to  a  length  to  provide  a  clear  channel 
of  not  less  than  two  hundred  feet. 

Second:     That  a  widening  of  the  river  be  made  at  certain  points. 

Third:  That  an  outside  harbor  be  created.  (See  report  to  the  Mayor 
and  Aldermen  of  the  Chicago  Harbor  Commission,  March,  1909.) 

The  message  of  Mayor  Busse  to  the  Chicago  Council,  dated  January  6,  1908, 
clearly  brings  out  the  difficulties  which  caused  the  commercial  decline  above 
noted.     The  following  extract  from   this  message  is  instructive: 

"I  desire  to  call  your  attention  to  the  pressing  need  of  giving 
careful  and  comprehensive  consideration  at  the  earliest  possible  date 
to  the  question  of  Chicago's  harbor  facilities.  It  is  a  notorious  fact 
that  the  lake  commerce  of  Chicago,  once  the  pride  and  boast  of  this 
city,  has  been  steadily  decreasing  for  a  number  of  years.  This  city 
now,  I  believe,  ranks  fourth  in  lake  commerce  where  once  it  stood 
first  and  far  ahead  of  its  nearest  competitor.  Without  counting  the 
ore  shipments  from  the  iron  beds  of  the  Northwest,  the  City  of  Du- 
luth,  which  is  but  a  pigmy  compared  with  Chicago,  and  which  serves 
as  a  distributing  center  for  a  much  smaller  territory,  ranks  about 
even  with  this  city  in  general  lake  commerce. 

"The  one  and  only  reason  for  Chicago's  decline  in  this  respect 
is  the  inconvenience  and  inadequacy  of  its  harbor  facilities.  We  have 
been  inclined  to  rest  easy  in  the  belief  that  the  tunnels  formed  prac- 
tically the  only  obstruction  to  commerce  in  the  Chicago  River,  and 
that  the  lowering  of  the  tunnels  will  end  all  of  our  difficulties  in  this 
respect.  I  agree  with  many  who  have  studied  this  question,  that  the 
tunnels  constitute  only  a  small  part  of  the  conditions  which  hamper 
shipping  in  the  Chicago  River.  Even  with  the  tunnels  lowered  to  any 
depth  the  largest  boats  in  use  on  the  Great  Lakes  would  still  find  it 
difficult  to  make  free  use  of  the  Chicago  River  on  account  of  its  nar- 
rowness and  crookedness.  Many  millions  of  dollars  could  be  spent 
in  .straightening  and  widening  this  river  without  making  it  in  any 
degree  adequate  for  the  demands  of  lake  commerce  that  ought  to 
come  to  Chicago,  for  so  long  as  we  have  bridges  across  the  River  (and 
ice   cannot   do   without   bridges),  heats    will    be   delayed   in    coming    in 


104  PLAN    OF     SEATTLE 

and  going  out,  and  every  such  delay  means  a  hampering  of  commerce 
in  the  matter  of  time  and  also  high  towing  charges  which  are  a 
burden  upon  the  freight  carriers. 

"The  time  has  come  when  Chicago  must  decide  whether  it  will 
depend  for  the  future  entirely  upon  the  harborage  afforded  by  the 
Chicago  River  and  the  Calumet  River,  or  whether  it  should  not  take 
steps  to  utilize  at  least  some  portion  of  its  lake  front  for  shipping 
purposes.  Lake  commerce  played  a  large  part  in  making  Chicago 
what  it  is.  I  do  not  believe  it  wise  to  ignore  entirely  that  advantage 
which  Chicago  has  by  reason  of  its  location,  and  it  is  only  a  question 
of  time  when  that  advantage  will  be  lost,  unless  we  secure  other  har- 
borage facilities  than  those  afforded  by  the  Chicago  and  Calumet 
Rivers.  If  lake  commerce  cannot  find  convenient  accommodation 
at  Chicago,  it  will  go  to  the  harbors  being  developed  just  over  the 
state  line  in  Indiana,  just  as  certainly  as  water  runs  down  hill." 

The  assertion  has  been  made  that  in  certain  ports  of  Europe  there  are 
draws  which  have  long  been  in  use,  and  locks  leading  to  wet  docks  which 
should  be  even  more  an  obstacle  to  navigation  than  draws.  It  is  true  that 
there  are  draws  in  Europe  on  the  lines  of  canals  that  have  existed  for  cen- 
turies and  which  had  to  be  crossed.  There  are  also  draws  at  some  of  the 
locks  which  open  to  the  full  width  of  channels.  Such  draws  do  not  impede 
the  movement  of  vessels,  because  they  open  to  the  full  width  between  lock 
walls  and  are  handled  rather  more  readily  than  are  the  lock-gates  themselves, 
whose  manipulation  necessarily  consumes  more  time. 

As  relates  to  locks:  It  is  true  that  to  serve  ports  of  Europe  where  the 
tidal  range  is  great,  wet  docks  have  been  in  use  for  many  years  and  locks 
leading  thereto  are  necessary.  Vessels  enter  these  docks  at  high  tide  and 
remain  at  that  level  until  they  depart.  The  handling  and  storage  of  cargo  un- 
der such  conditions  is  considered  less  burdensome  than  if  alongside  of  open 
quays  or  wharves. 

The  occasion  of  these  wet  docks  is  necessity,  not  merit.  This  necessity 
arises  from  the  extreme  tidal  variation  at  the  various  ports.  For  instance, 
the  extreme  at  Liverpool  is  given  as  thirty-.six  feet,  and  at  Bristol  as  forty- 
four  feet.  To  load  and  unload  under  the  handicap  of  such  tides  would  be 
well  nigh  impossible,  hence  basins  or  wet  docks  are  built  into  which  the  ships 
enter,  where  loading  and  unloading  can  take  place  with  the  minimum  of  change 
of  elevation. 

Conditions  in  the  United  States,  owing  to  small  tidal  range,  etc.,  do  not 
demand  wet  docks. 

The  following  from  the  Diplomatic  and  Consular  Reports  of  the  British 
Government,  No.  4182,  dated  March,  1909,  outlines  the  positicra  of  shipping 
interests  with  regard  to  the  matter  of  wet  docks  at  the  Port  of  Antwerp : 

"The  report  recently  issued  by  Monsieur  C.  Corty,  President  of 
the  Antwerp  Chamber  of  Commerce,  and  a  member  of  the  advisory 
commission  on  the  Grande  Coupure,  is  of  considerable  importance, 
coming  from  such  an  influential  representative  of  the  commercial 
world  at  Antwerp  regarding  the  i)roject.  In  his  report  Monsieur 
Corty  states  that  he  has  examined  the  question  of  the  extension  of 
the  port  of  Antwerp  from  the  practical  ])oint  of  view  of  assistance  to 


PORT    OF    SEATTLE  105 

shipping  and  commerce,  leaving  aside  technical  details,  and  he  is  con- 
vinced that  the  owners  of  the  vessels  frequenting  this  port  prefer 
direct  access  to  the  quays  rather  than  dock  berths  approached  by 
locks.  Indeed,  the  report  states  that  if  it  is  desired  to  further  Inquire 
into  the  wishes  of  regular  lines  which  have  chosen  Antwerp  either  as 
a  terminal  port  or  port  of  call — especially  the  most  important  lines — 
it  would  be  found  that  they  all  seek  to  avoid,  at  any  cost,  entry  through 
locks  into  docks;  in  fact  many  of  them  would  make  direct  access  to 
the  river  quays  a  sine  qua  non  of  their  making  Antwerp  a  port  of  call. 

"Navigation  requires  more  and  more  that  there  shall  be  as  little 
delay  as  possible;  and  if,  in  addition  to  the  time  occupied  in  navigat- 
ing the  Scheldt  to  Antwerp,  large  regular  liners  were  obliged  to  lose 
further  time  in  entering  the  docks,  it  is  highly  probable  that  they 
would  be  removed  hence  to  ports  offering  river  quay  facilities.  As 
regards  Antwerp,  regular  lines  account  for  some  eighty  per  cent  of 
the  total  traffic,  and  it  would  be  ruinous  to  the  port  not  to  take  into 
account  in  the  extension  scheme,  the  desire  of  such  important  and 
faithful  clients. 

"The  President  of  the  Chamber  of  Commerce  uses  these  argu- 
ments in  favour  of  the  construction  of  the  Grande  Coupure,  which 
would  furnish  Antwerp  with  many  miles  more  river  quay  space  than 
is  now  available.  He  goes  on  to  compare  Antwerp  with  the  com- 
peting ports  of  Hamburg  and  Eotterdam,  both  of  which  possess 
greater  lengths  of  river  quays  than  Antwerp.  The  chief  require- 
ment at  Antwerp  is  river  quays  having  a  considerable  depth  of  water 
at  low  tide,  and  the  project  which  lays  down  the  greatest  length  of 
quayage  with  direct  access  is  undoubtedly  the  one  which  will  most 
largely  benefit  the  port. 

"As  a  further  argument  in  favor  of  constructing  the  Grande 
Coupure,  it  is  urged  that  vessels  of  the  mercantile  marine  are  con- 
tinually being  increased  in  dimensions  and  draught.  At  the  present 
time  the  largest  vessel  frequenting  the  port  measures  some  591  feet 
in  length.  In  the  spring  of  1909  a  new  vessel  belonging  to  the  Red 
Star  Line,  measuring  about  61(5  feet  will  be  attached  to  that  com- 
pany's Antwerp-New  York  service,  and  it  is  estimated  that  this  ves- 
sel will  be  the  longest  that  can  be  brought  up  to  Antwerp  with  safe- 
ty under  existing  conditions.  The  Eiver  Scheldt  up  to  this  port  has 
several  awkward  bends,  the  most  dangerous  of  which — to  large  ves- 
sels— are  situated  between  Kruisschans  and  the  beginning  of  the  river 
quays,  and  it  is  these  latter  bends  which  the  construction  of  the 
Grande  Coupure  would  do  away  with  in  addition  to  the  furnishing  of 
vastly  augmented  river  quay  space.  It  is  understood  that  the  North 
German  Lloyd  proposed  to  utilize,  during  1909,  large  steamers  of  GIG 
feet  length,  drawing  some  29  feet  of  water,  for  its  Australian  ser- 
vice, touching  at  Antwerp,  and  that  that  company  recently  applied 
to  the  Belgian  Administration  of  Jlarine  for  information  as  to 
whether  vessels  of  such  dimensions  could  safely  enter  the  port  at 
present.  The  reply  of  the  administration  was  that  these  vessels  could 
navigate  the  Scheldt  to  Antwerp  on   the  understanding  that  the  pilots 


106  PLAN    OF     SEATTLE 

should  be  permitted  to  choose  a  favorable  time,  and  on  condition  that 
the  vessel  would  be  supplied  with  a  stern  anchor  to  keep  them  from 
swinging  in  the  event  of  their  having  to  anchor  in  narrow  passes 
of  the  river. 

"It  must  not  be  inferred  from  this  that  the  Scheldt  presents 
dangers  to  ordinary  navigation,  but  that  the  river  at  present  limits 
the  dimensions  of  vessels  which  can  with  safety  reach  the  port  of 
Antwerp.  In  view,  therefore,  of  the  continually  increasing  length 
and  draught  of  ships  now  being  constructed,  and  the  fact  that  the 
Suez  Canal,  the  channel  to  New  York  and  the  entrances  to  other 
great  ports  are  being  deepened  to  accommodate  the  largest  vessels, 
it  is  considered  in  maritime  circles  that  Antwerp,  if  it  be  desired  to 
retain  her  position  in  the  forefront  of  the  world's  ports,  should  not 
be  backward  in  making  the  necessary  improvements  to  provide  safe 
means  of  entry  and  adequate  accomiuodation  for  the  largest  vessels 
afloat. 

"The  arguments  of  the  President  of  the  Chamber  of  Commerce 
are  incontrovertible  from  the  point  of  view  of  the  commercial  future 
of  Antwerp  as  a  port,  and  it  appears  likely  that  the  Government 
scheme  for  the  construction  of  the  Grande  Coupure  will  be  carried 
into  effect,  unless  some  grave  technical  diifficulties  stand  in  the  way  of 
the  undertaking. 

"Further  testimony  in  favour  of  the  construction  of  the  Grande 
Coupure  and  of  river  quays  is  contained  in  the  address  of  Monsieur 
A.  Aerts,  who  is  also  a  member  of  the  commission,  regarding  the 
construction  of  the  cutting,  w^ho  stated  that  the  best  docks,  entered  by 
locks,  do  not  equal  river  quays  in  utility.  In  his  opinion  the  ports 
of  Hamburg,  Rotterdam,  Southami)ton  and  New  York  all  owe  their 
success  to  river  quays  not  approached  through  locks,  while  he  states 
that  it  is  owing  to  its  possessing  so  few  river  quays  that  the  port  of 
London  has  not  maintained  of  late  years  the  position  of  predomi- 
nance in  shipping  which  it  at  one  time  occupied." 

The  fact  of  the  existence  of  draws  in  some  of  the  European  ports  by  no 
means  implies  that  their  construction  is  going  on  at  the  present  time.  They 
are,  on  the  contrary,  prohibited  over  cliannels  or  existing  waterways  which 
are  required  for  the  use  of  large  modern  vessels,  the  locks  excepted. 

On  the  River  Clj'de  there  are  bridges,  but  uone  across  the  harbor.  The 
shipping  is  accommodated  below  Glasgow  Bridge.  Ferries  serve  the  various 
crossings  and  passenger  boats  ply  up  and  down  stream.  The  same  is  true  of 
the  harbor  of  Hamburg,  and  of  London  and  most  other  ports.  In  all  these 
ports  ferry  charges  are  very  low  and  barely  cover  the  cost  of  operation. 

The  proposed  viaduct  at  Seattle  could  not  avoid  the  conditions  that  have 
rendered  bridges  with  draws  so  prejudicial  to  commerce  and  to  the  public, 
in  the  cities  where  they  have  been  given  every  test  in  their  operation.  Wage- 
earners  would  not  take  kindly  to  unavoidable  detentions  caused  by  hitches  in 
the  service,  especially  in  the  short  days  of  winter,  and  the  shippers  would  not 
tolerate  delays  and  obstacles  cau.sed  by  the  operation  of  the  draws.  An  easy 
way  of  avoiding  them  would  surely  present  itself  to  shipping  by  seeking  else- 
where a  harbor  having  more  satisfactory  conditions;   thus  the  destruction   of 


PORT    OF     SEATTLE  107 

the  waterways  as  Seattle's  best  commercial  asset,  would  ensue,  and  the  projec- 
tors of  the  viaduct  would  live  to  see  it.  The  mere  presentation  and  discussion 
of  this  project  has  already  deterred  enterprises  from  locating  on  the  water- 
ways. 

A  better  route  exists  for  West  Seattle  travelers,  namely,  that  via  Spo- 
kane Street,  supplemented  by  low  grade  diagonal  streets  leading  from  Spokane 
and  Arizona  Streets  at  the  foot  of  West  Seattle   hill.     (See  Kapid  Transit.) 

This  is  perfectly  feasible.  The  construction  cost  of  a  street  on  the  grades 
named  from  the  intersection  of  the  streets  mentioned  via  West  Wait  Street 
to  Alki  Point,  would  not  be  excessive. 

Further,  so  far  as  Harbor  Island  is  concerned,  a  ferrv  crossing  at  the 
north  end  of  the  East  Waterway,  as  illustrated  on  Plate  No"!  9,  would  better 
meet  the  conditions  than  is  possible  by  the  use  of  a  bridge  at  the  high  eleva- 
tion demanded.  A  ferry  would  land  the  teams  at  the  level  of  the  street  on 
either  side  of  the  waterway.  Low  tide  would  of  course  necessitate  a  short 
steep  grade  up  the  inclines  from  the  ferry,  but  for  heavy  loads  this  difficulty 
could  be  obviated  for  the  greater  part  of  the  day  by  taking  advantage  of  me- 
dium stages  of  water  or  of  high  tide. 

^^'hat  more  important  subject  can  demand  the  thoughtful  attention  of  the 
people  of  the  city? 

The  lesson  of  primal  importance  in  studying  Seattle's  future  is  that  of 
the  improvement  of  its  harbor  and  waterfront  for  the  reception  of  the  com- 
merce of  the  world.  That  there  should  be  no  errors  to  correct  is  the  first  con- 
sideration. Every  step  in  the  work  should  be  well  studied,  taken  up  with  wis- 
dom and  with  an  entire  absence  of  individual  interest  or  prejudgment. 

Seattle  has  yet  to   make   her  reputation  as  a  world  port.     It  is  no  time 
now,  of  all  times,  to  hamper  the  facilities  of  the  port  in  the  slightest  manner 
or  to  make  the  mistake  of  building  this  viaduct  which  would  drive  away  for- 
eign  shipping  and  deter  industries  from  seeking  locations  on   the  waterways. 

Drawbridges  at  various  crossings  of  the  Duwamish  Waterway  and  Lake 
W^ashiugton  Canal  will  be  necessary,  as  they  are  on  the  Manchester  Canal  in 
England  and  m  other  situations.  In  the  case  of  the  Lake  Washington  Canal 
—after  years,  when  Seattle  shall  have  become  a  city  of  vast  population— it  is 
possible  that  drawbridges  will  be  superseded,  to  some  extent,  by  suspension 
bridges  and  tunnels.  Suspension  bridges,  however,  would  only  accommodate 
the  travel  between  high  level  areas.  Draws  would  still  be  required  for  travel 
between  areas  below  the  level  of  suspension  bridges. 

The  construction  of  bridges  across  waterways  or  slips  which  face  upon 
Elliott  Bay  should  not  be  permitted. 

The  bridge  across  Smith's  Cove  Waterway  at  West  Garfield  Street  should 
be  removed  to  West  Wheeler  Street  when  the  work  of  improving  Smith's  Cove 
W^aterway  begins. 

FUTURE  DEVELOPMENT  OF  THE  CENTRAL 

WATERFRONT 

The  City  Engineer  in  a  report  to  the  Mayor,  of  September,  1900.  outlined 
a  project  for  moving  farther  west  that  part  of  the  harbor  line  between  the 
East  Waterway  and  Smith's  Cove.     The  report  said: 


108  PLAN     OF     SEATTLE 

"In  the  construction  of  the  work  a  dwarf  sea  wall  would  be  huilt 
at  the  outer  end  of  the  i)roposed  piers  and  slips,  so  that  a  till  made 
to  the  eastward  of  the  same  would  raise  the  bed  of  that  portion  of 
the  Sound  to  a  level  of  forty-five  feet  below  low  tide,  and  at  the  west- 
ern margin  of  the  new  Whatcom  Avenue  would  be  built  the  higher 
and  permanent  sea  wall,  sustaining  the  earth  so  as  to  make  all  that 
land  to  the  eastward  thereof  solid  ground  and  raised  to  an  eleva- 
tion of  some  seven  feet  above  extreme  high  tide. 

"The  accomplishment  of  this  undertaking  would  have  to  be  au- 
thorized by  the  state;  it  cannot  be  undertaken  directly  by  the  city, 
and,  in  fact,  owing  to  some  of  the  provisions  of  the  state  constitu- 
tion pertaining  to  the  establishment  of  harbor  lines  Avould  probably 
have  to  be  ratified  by  a  vote  of  the  people  of  the  state.  Federal  au- 
thorities would  also  have  to  be  given   due  and   proper  consideration. 

"The  work  could  be  carried  on  in  sections,  undertaking  first 
those  sections  which  would  be  least  affected  by  any  changes  in  the 
waterfront  and  not  attempting  to  complete  the  whole  until  the  time  of 
the  expiration  of  the  present  leasehold  interests,  which  still  continue 
for  more  than  twenty  years.  Even  if  undertaken  now  as  one  stu- 
pendous contract  by  bringing  earth  by  train  for  the  purpose  of  mak- 
ing the  fill,  the  entire  work  could  be  accomplished  by  not  to  exceed 
$17,500,000.  If  prosecuted  by  degrees,  the  outer  or  submerged  sea 
wall  being  constructed  first  so  as  to  retain  the  fill  material  naturally 
discharging  and  being  discharged  into  the  bay,  the  final  work  could 
be  accomplished  at  materially  less  cost. 

"The  area  that  would  be  added  to  the  westward  of  the  present 
outer  harbor  line  would  be  a  trifle  in  excess  of  310  acres.  Deduct- 
ing therefrom  the  acreage  which  would  be  absorbed,  in  slips  and 
streets,  there  would  remain  a  new  commercial  area  of  a  trifle  over 
200  acres.  Much  of  this  land  so  redeemed  would  have  a  value  in 
excess  of  |5.00  per  square  foot.  Some  parts  have  a  lesser  value. 
Averaging  the  value  to  |5.00  per  square  foot,  the  new  commercial 
area  thus  created  would  have  a  value  of  |45,000,000.  Deducting 
117,500,000,  there  would  remain  a  net  i)rofit  resulting  from  the  un- 
dertaking of  $27,500,000.  In  addition  to  this  there  would  be  the 
incalculable  advantage  and  benefit  accruing  to  the  city  by  reason  of 
its  ample  streets  upon  a  level  grade,  thus  reducing  the  cost  of  all 
transfer  freighting  along  the  waterfront;  and  there  would  be,  more- 
over, added  3.52  miles  of  frontage  obtained  by  the  increased  length 
of  slips  and  thus  a  waterfront  now  possible  of  being  developed  to  a 
length  of  7.73  miles  would  have  a  possible  development  of  11.05 
miles. 

"There  will,  no  doubt,  be  honest  and  well  meaning  people  who 
will  affirm  that  such  an  addition  to  our  waterfront  need  never  be 
contemplated  and  who  will  continue  to  claim,  as  some  do  now,  that 
the  7.73  miles  of  possible  frontage  is  already  excessive.  When  we 
turn  to  the  report  of  the  harbor  commissioners  for  the  city  of  New 
York  and  read  that  their  frontage  is  now  445  miles,  and  learn  from 
the  same  report  the  fabulous  sums  of  money  that  are  being  expended 


PORT    OF     SEATTLE  109 

to  still  further  increase  this  mileage,  we  readily  comprehend  that  our 
city  is  at  present  poorly  equipped  for  carrying  on  actual  commerce, 
but  inasmuch  as  the  major  part  of  the  growth  of  New  York  City  has 
taken  place  within  a  period  of  fifty  years  it  certainly  cannot  be  too 
early  to  contemplate  adding  at  least  three  miles  of  cheaply-made  and 
close-in  waterfront  facilities  for  the  commerce  of  Seattle." 

Since  the  date  of  the  report  the  Denny  Hill  regrade  has  been  completed, 
most  of  the  material  therefrom  having  been  deposited  along  the  waterfront 
between  Lenora  and  Vine  Streets,  from  the  harbor  lines  outward. 

In  connection  with  the  work  of  the  Municipal  Plans  Commission,  care- 
ful soundings  were  made  along  the  entire  waterfront,  which  would  be  affect- 
ed by  the  project  referred  to.  These  soundings  have  been  platted  on  a  map 
of  300  feet  to  the  inch,  which  is  among  the  records  of  the  Commission.  A 
study  of  this  map  clearly  demonstrates  that  nearly  all  of  the  material  dis- 
charged by  the  hydraulic  process  sinks  to  the  bottom,  but  little  of  it  being 
swept  away  by  the  tide;  also  that  it  would  be  feasible  to  build  five  piers  on 
the  area  filled  having  lengths  varying  from  800  feet  to  1,900  feet  and  occu- 
pying 2,500  feet  of  waterfront.  The  fill  is  apparently  solid  and  stable,  and 
there  is  no  doubt  whatever  that  it  will  remain  in  place  for  all  time,  the  tidal 
currents  having  no  effect  upon  it.  This  is  mentioned  here  because  it  indi- 
cates that  the  dwarf  riprap  sea  wall  mentioned  in  the  City  Engineer's  report 
may  not  be  necessary. 

The  disposition  of  the  vast  accumulation  of  material  from  excavation 
of  basements  and  foundation  walls,  subways,  etc.,  also  clinkers  and  other 
heavy  refuse  in  a  large  city  is  in  some  cases  more  or  less  difficult 
of  solution.  At  New  York  these  materials  are  loaded  in  bottom-dump  barges 
and  discharged  at  sea  or  at  least,  in  the  lower  bay.  At  Seattle  the  bay  ofifers 
inexpensive  dumping  ground  for  such  material,  and  if  the  process  of  dump- 
ing is  watched  and  directed  by  the  city  authorities  and  in  accordance  with  a 
general  plan,  it  will  only  be  a  matter  of  time  when  the  moving  of  the  water- 
front westward  can  be  accomplished  at  an  expense  which  will  be  but  a  frac- 
tion of  the  value  of  the  reclaimed  property.  The  city  would  then  have  at  least 
one  more  level  north  and  south  street  connecting  the  north  and  south  ends 
of  the  city  and  an  extensive  area  for  wholesale  stores,  etc. 

It  will  be  many  years  before  such  project  can  be  carried  out,  but  the 
Port  of  Seattle  can  well  have  it  in  care  and  see  that  from  time  to  time  ma- 
terials dumped  in  the  bay  shall  go  to  the  right  location.  This  will  require  a 
carefully  studied  plan  having  in  view  the  functions  which  the  waterfront  af- 
fected is  to  discharge. 

There  are  at  present  60  boats  in  the  Mosquito  Fleet.  Years  hence  the 
number  will  be  multiplied  several  times.  There  are  also  220  steamers  in  the 
coastwise  or  foreign  trade  which  make  this  their  terminal  port  or  port  of  call. 
Tlie  number  will  greatly  increase.  The  protected  waters  of  Puget  Sound  and 
channels  to  the  north,  even  to  the  Alaskan  ports,  furnish  area  for  unlimited 
growth  of  the  motor  boat  fleet. 

The  waterfront  we  are  dealing  with  will,  of  necessity,  be  the  port  for  all 
these  vessels  and  craft,  and  they  will,  if  the  development  is  properly  guided 
and  guarded,  occupy  practically  the  whole  of   it.     It    follows   that   some   por- 


110  PLAN    OF     SEATTLE 

tions  of  this  waterfront  should  be  arranged  for  the  smaller  boats  and  other 
portions  for  the  passenger,  mail  and  express  steamers.  Such  an  arrangement 
gives  scope  for  a  plan  which  will  greatly  reduce  the  amount  of  lilling  needed; 
the  smaller  boats  to  find  berths  along  frontage,  as  is  suggested  by  the  sketch 
(see  Plate  No.  18).  Two  or  three  more  watci-gates  of  the  same  class  will  be  re- 
quired. If  these  watergates  are  all  located  so  as  to  occupy  spaces  oi)poHite 
the  deepest  areas  it  will  materially  diminish  the  amount  of  lilling  and  speed 
the  day  when  the  i)roject  can  be  undertaken. 

In  the  sketch  it  has  been  tentatively  assumed  tliat  the  marginal  street  of 
the  new  waterfront  would  be  at  an  elevation  of  approximately  26  feet  above 
datum,  and  that  the  service  tracks  pertaining  thereto  would  be  in  shallows 
crossed  by  bridges  at  the  cross  streets.  The  grades  of  the  streets  connecting 
the  existing  Railroad  Avenue  with  the  new  marginal  street  would  be  from 
two  to  five  per  cent,  according  to  location.  On  some  such  plan  as  this  abund- 
ant area  can  be  reserved  for  park  purposes,  and  with  suitable  care  the  water- 
front can  be  made  most  attractive. 

It  will  be  so  many  years  before  the  project  can  be  carried  out  that  it  ought 
not  to  affect  in  any  way  the  improvement  of  Railroad  Avenue,  or  the  building 
of  sea  walls  along  or  near  its  west  margin  as  provided  for  under  the  caption 
"Sea  Walls.-" 


Transportation 


RAILROAD    AVENUE,    with    its    southerly     extension,     Whatcom    Ave- 
nue between  Holgate  and  Spokane  Streets,   traversing  the  city's  water- 
front from  Smith's  Cove  to  Spokane  Street,  a  distance  of  five  miles,  is  the 
most   important   thoroughfare,   from    a   commercial    standpoint,    in    the 
city.     ( See  Maps  No.  9  and  No.  19. ) 

All  traffic  to  and  from  the  waterfront  must  avail  itself  of  this  avenue, 
and,  being  a  water  level  street,  it  is  advantageous  for  all  through  street  traffic 
to  and  from  Interbay,  Ballard,  Duwamish  Valley,  West  Seattle,  the  Tide  Flats 
and  Youngstown,  without  encountering  adverse  grades. 

On  the  west  side  of  the  avenue  are  the  piers,  where  passengers  arrive 
and  embark,  and  where  freight  is  transferred  between  boat  and  car.  On  the 
east  side,  and  to  some  extent  on  the  west  side,  are  found  commercial  and  busi- 
ness houses.  Hoth  sides  of  the  avenue  must  have  adequate  railway  facilities 
for  handling  freight  economically. 

At  the  present  time  the  railways  have  franchises  which,  if  used  to  their 
limit,  would  occupy  practically  the  whole  avenue  except  a  narrow  margin 
along  its  west  side,  which  is  frequently  crossed  by  the  curved  tracks  leading 
to  the  piers  and  as  a  consequence  is  rendered  of  but  little  value  as  a  high- 
way. 

That  part  of  the  avenue  between  King  Street  and  Pike  Street  is  now 
actually  occupied  by  eight  tracks  laid  fifteen  feet  apart  on  centers,  the  center 
line  of  the  most  easterly  one  being  also  the  boundary  line  of  Northern  Pacific 
property  on  the  east  side  of  the  avenue  from  Yesler  Way  to  Pike  Street,  so 
that  one  rail  of  this  track  is  on  the  avenue  and  the  other  on  Northern  Pacific 
property. 

The  busiest  part  of  the  waterfront  is  between  Yesler  Way  and  Pike 
Street.  It  is  here  that  most  of  the  steamers,  and  the  "Mosquito  Fleet"  find 
berthing.  As  a  consequence,  the  avenue  between  the  streets  named  is  more 
occupied  by  wagons,  cars  and  people  than  it  is  north  of  Pike  Street  or  south  of 
Yesler  Way,  although  the  latter  locality  is  also  subject  to  some  congestion. 
The  width  of  the  avenue  proper  varies  from  one  hundred  and  twenty  feet  to 
one  hundred  and  eighty  feet. 

Between  King  and  Bell  Streets  the  railway  companies  are  prohibited,  by 
ordinance,  between  the  hours  of  7  a.  m.  and  9  p.  m.,  to  use  their  tracks  for 
other  purposes  than  switching,  and  between  Main  and  Union  Streets  they 
are  prohibited  to  move  cars  or  trains  whatsoever  between  the  hours  of  7 :30 
and  10  a.  m.  and  4  :30  and  9  p.  m. 

From  Marion  Street  to  Smith's  Cove  the  avenue  has  never  been  improved, 
except  that  between  Marion  Street  and  Bay  Street  a  plank  roadway  is  laid, 
beneath  which  the  tide  ebbs  and  flows.  At  Bay  Street  the  roadway  is  diverted 
to  Elliott  Avenue,  along  which  it  is  carried  on  a  pile  trestle  tewnty-six  feet 
wide  to  Smith's  Cove.  From  Marion  Street  to  Canal  Waterway,  the  avenue 
has  been  brought  to  grade  by  filling  and  has  been  planked. 


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TRANSPORTATION  113 

From  Holgate  Street  to  Bay  Street  tracks  encumber  most  of  the  avenue 
and  teams  have  to  find  their  way  along  or  across  them  as  best  they  can. 

Some  attempt  is  made  to  keep  the  avenue  clean,  but  this  is  not  percepti- 
ble in  lasting  effect.  The  conditions  are  deplorable  and  the  appearance  of 
the  avenue  is  a  discredit  to  the  city. 

The  avenue  should  be  brought  to  width  of  not  less  than  one  hundred  and 
eighty  feet  at  all  points. 

A  sea  wall  should  be  built  along  the  west  side  of  the  avenue,  from  Madi- 
son Street  to  Smith's  Cove  and  the  avenue  tilled,  as  described  under  the 
caption  "Sea  Walls."  The  avenue  should  then  be  paved  its  entire  length, 
Holgate  Street  to  Smith's  Cove,  and  Whatcom  Avenue  also  should  be  fully 
improved  from  Holgate  Street  to  Spokane  Street. 

The  filling  of  tiie  avenue  will  rcniuire  about  2,500,000  cubic  yards.  Vari- 
ous other  plans  for  improving  conditions  on  the  avenue  have  been  under  con- 
sideration as  follows: 

The  building  of  an  elevated  street  over  the  avenue  between  Spokane 
Street  and  Smith's  Cove  for  ordinary  street  traffic,  the  existing  avenue  to 
be  abandoned  for  street  uses  and  left  to  the  sole  use  of  the  railways. 
This  plan  which,  at  superficial  glance,  has  some  attractions,  has  been  found 
complicated  by  necessities  that  would  arise,  such  as  building  inclines,  or 
ramps,  elevating  many  cross  streets  between  Railroad  Avenue  and  First 
Avenue,  with  resulting  heavy  damages  to  street  frontages,  reconstruc- 
tion and  rearrangement  of  piers  and  buildings,  etc.  Also,  the  project,  when 
fully  carried  out,  would  compel  all  street  traffic  passing  to  and  from  the  water- 
front and  that  part  of  the  city  south  of  Yesler  Way,  to  cross  the  elevated 
street.  In  other  words,  the  traffic  described  would  have  to  go  over  a  hill,  both 
going  to  the  waterfront  and  returning  therefrom. 

It  was  found  that  the  ultimate  cost  of  such  a  plan  would  be  enormous. 
With  all  the  economy  that  might  be  found  reasonable,  it  is  not  probable  that 
an  elevated  street  could  be  built  of  permanent  materials,  with  the  changes 
and  special  construction  that  would  be  required,  for  less  than  ten  million 
dollars.     This,  under  all  the  conditions,  would  be  prohibitive. 

Another  plan  considered  was  that  of  utilizing  Elliott  Avenue,  the  south 
end  of  which  is  at  Pike  Street,  for  tracks,  and  placing  thereon  all  the  tracks 
except  those  serving  the  piers.  This  would  relieve  Railroad  Avenue  from 
Pike  Street  northward  to  a  great  extent 

This  plan,  however,  would  require  that  the  grade  of  Elliott  Avenue  bo 
lowered  to  at  least  elevation  10  for  t'-ack  level  and  that  overhead  an  elevato.1 
street  be  built  for  ordinary  street  traffic,  rendering  it  extremely  difficult  to 
reach  Railroad  Avenue  or  the  waterfront  therefrom,  and  then  only  by  taking 
property  for  inclined  roadways  in  the  tier  of  blocks  which  lies  between  Rail- 
road Avenue  and  Elliott  Avenue,  damaging  or  destroying  much  street  front- 
age and  necessitating  the  construction  of  costly  structures,  etc. 

All  projects  for  providing  for  P.ailroad  Avenue  street  traffic,  by  elevated 
street  plans,  are  further  complicated  by  the  fact  that  from  the  East  Waterway 
to  Smith's  Cove  the  waterfront  will  some  day  (doubtless  many  years  hence) 
be  moved  to  a  line  farther  west,  as  has  elsewhere  been  described.  Tlie  tracks 
which  serve  the  waterfront  will  then  go  with  it  to  the  new  location,  leaving 
only   the   tracks   which   serve   the   stores   and    warehouses   along   the   east  side 


114  PLAN    OF     SEATTLE 

of  the  avenue.  The  running  tracks  north  of  the  Great  Northern  Tunnel 
portal  will  uitimatpiy  hp  uniUTOSsary.  The  tunnels  from  the  tide  flats  to  the 
proposed  Central  Station,  near  the  south  end  of  Lake  Union,  will  i)rovide  the 
only  proper  location  for  those  tracks,  thus  removing  practically  all  schedule 
trains  from  Railroad  Avenue. 

While  the  suggested  elevated  street  along  Kailroad  Avenue  would  result 
in  easier  grades  on  several  cross  streets,  thence  to  First  Avenue,  this  advan- 
tage would  he  fully  offset  by  the  "hill"  mentioned,  which  would  obstruct  traf- 
fic between  the  waterfront  and  a  large  part  of  the  city  south  of  Yesler  Way 
as  described. 

Again,  the  easier  grades  obtainable  for  a  few  streets  west  of  First  Avenue, 
would  not  greatly  affect  the  situation,  except  along  a  part  of  that  avenue.  We 
would  still  have  to  contend  with  the  existing  grades  on  First,  Second,  Third 
and  Fourth  Avenues,  all  of  which  can  be  more  efiBcaciously  done  by  building 
an  incline  (funicular)  railway  from  Railroad  Avenue  up  to  First  Avenue 
on    Virginia    Street,   as   described   later. 

After  much  study  of  all  the  conditions,  it  seemed  better  to  seek  a  com- 
paratively' inexpensive  solution  of  all  complications  presented  to  Railroad 
Avenue  but  which  would  answer  every  pur[)ose  for  a  long  term  of  years,  or 
until  the  waterfront  should  be  moved  westward,  when  plans  can  be  devised 
to  meet  the  conditions  arising  at  that  time. 

In  connection  with  a  plan  that  was  once  suggested  for  a  temporary  over- 
head street  on  the  avenue,  between  Yesler  Way  and  University  Street,  it  was 
understood  that  the  railways  were  willing  to  remove  two  of  their  tracks  from 
the  avenue  in  order  to  provide  room  for  inclined  roadways  from  the  proposed 
overhead  street  to  the  level  of  the  tracks  and  i)iers  on  the  avenue.  There 
seems  no  doubt  of  their  willingness  to  give  up  two  tracks,  and  relay  their 
remaining  tracks  thirteen  feet  centers  instead  of  the  present  fifteen  feet  cen- 
ters, and  also  shift  the  tracks  serving  the  piers  somewhat  to  the  west,  or  to  a 
line  whence  to  the  piers  the  curves  would  generally  conform  to  a  radius  of 
193.18  feet.  They  would  also  rearrange  their  tracks  on  Whatcom  Avenue, 
as  outlined  on  Map  No.  19.  Having  done  all  this  with  the  purpose  in  view 
of  leaving  a  clear  roadway  for  street  traffic  along  Whatcom  and  Railroad 
Avenues,  the  conditions  would  be  as  follows: 

By  reference  to  Plate  No.  19,  it  will  be  seen  that  on  the  east  side  of  What- 
com Avenue  there  will  be  a  street  one  hundred  thirty-one  feet  wide  in  the 
clear;  on  the  easterly  side  of  Railroad  Avenue  from  Whatcom  Avenue  to  Yes- 
ler Way  a  street  varying  in  width  from  fifty-five  feet  to  eighty-five  feet  in 
the  clear.  This  street  is  cros.sed  diagonally  by  two  tracks  at  Railroad  Way, 
to  give  the  Great  Northern  and  Northern  Pacific  access  from  their  yards  to 
the  tracks  serving  the  waterfront.  These  Railroad  Way  tracks  are,  in  turn, 
crossed  by  two  diagonal  tracks  for  switching  movements.  The  street  is  also 
crossed  by  two  tracks  from  east  to  west  side,  near  Connecticut  Street,  per- 
mitting Columbia  and  Puget  Sound  trains  to  reach  their  terminal,  and  the 
switching  of  Northern  Pacific  and  Chicago  &  Milwaukee  cars  between  the 
Colorado  Avenue  tracks  and  the  waterfront.  There  is  also  a  single  Northern 
Pacific  track  cro.ssing  Railroad  Avenue  from  its  Colorado  Street  yard  to  the 
rear  of  industries  located  on  West  Massachusetts  Street. 

In  the  course  of  time  a  number  of  these  crossings,  or  at  least  the  move- 


Municipal  Plans  Commission 

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City  of  Seattle. 

Mao  SSow(in[ 

Proposed  Location  of  Railway  Tracks 

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116  PLAN     OF     SEATTLE 

ment  over  them,  will  be  diminished  by  a  more  gcueral  use  of  tracks  leadiug 
from  Duwamish  Avenue  into  Whatcom  Avenue  direct  to  the  west  side  of 
Railroad  Avenue. 

At  the  present  time  there  are  four  tracks  on  Railroad  Way,  hut  the  rail 
ways  are  willing  to  remove  two  of  them.  The  Great  Northern  and  Northern 
Pacific,  under  their  franchises  relating  to  Railroad  NN'ay,  are  obligated  to  buihl 
a  street  traffic  bridge  over  their  tracks  when  the  necessity  arises  and  denmnd 
therefor  is  made  by  the  city,  so  that  the  grade  of  the  street  may  be  sejjarated 
from  that  of  the  tracks.  The  cost  of  such  structure,  plus  frontage  daumges, 
\M)uld  be  serious,  and  when  demand  for  separation  of  grades  is  made  the  rail- 
ways will,  beyond  question,  abandon  the  use  of  these  tracks  and  rely  upon  the 
Whatcom  Avenue  tracks  from  Duwamish  Avenue.      (See  Map  No.  19.) 

From  Yesler  Way  to  Pike  Street,  five  tracks  are  provided,  two  on  the 
west  side  serving  the  waterfront,  and  three  on  the  east  side.  The  most  east- 
erly track  of  the  three  is  located  on  Northern  Pacific  property  to  serve  the 
produce  houses  in  that  vicinity.  There  remains  a  clear  roadway  vseventy-one 
feet  wide  for  street  traffic. 

From  Pike  Street  to  Bell  Street  four  tracks  are  provided,  two  on  either 
side. 

From  Bell  Street  to  Smith's  Cove,  six  tracks  are  provided,  two  on  the  west 
side  and  four  on  the  east  side,  two  of  the  latter  being  for  running  tracks 
north  of  the  northern  tunnel  portals,  and  two  for  serving  existing  or  future 
industries. 

The  avenue  from  Pike  Street  to  Seventeenth  Avenue  West  has  a  varying 
width  from  one  hundred  twenty  feet  to  one  hundred  eighty  feet,  but  should 
be  widened  to  one  hundred  eighty  feet  throughout. 

After  the  widening  has  taken  place  and  tracks  have  been  shifted  to  their 
pro{)er  positions,  there  will  remain  ninety-three  feet  of  clear  street  between 
Pike  Street  and  Bell  Street  and  sixty-seven  feet  of  clear  street  between  Bell 
Street  and  Seventeenth  Avenue  West. 

Before  the  widening  has  taken  place,  it  is  feasible  to  attain  a  clear  width 
of  fifty-six  and  one-half  feet  from  Pike  Street  to  Bell  Street  and  from  Bell 
Street  to  Vine  Street,  a  varying  width  of  from  thirty  feet  to  sixty-seven  feet, 
but,  from  Puget  Avenue  to  Seventeenth  Avenue  West  only  ten  feet  of  clear 
roadway  could  be  had.  The  necessity  for  widening  the  avenue  to  its  full 
width  of  one  hundred  eighty  feet  throughout  its  whole  length  is  plain. 

All  widening  of  the  avenue  mentioned  should  preferably  be  on  and  along 
its  west  side. 

The  tracks  on  Whatcom  and  Railroad  Avenues,  having  been  rearranged 
as  above  outlined  (see  cross  sections  on  Plate  No.  19)  will  provide  all  needed 
railway  facilities  for  many  years,  although  in  time  some  congestion  may  be 
looked  for. 

It  will  be  seen  (see  Maps  Nos.  9  and  19)  that  both  on  Whatcom  and  Rail- 
road Avenues  the  plan  provides  a  street  sub.stantially  clear  of  tracks,  other  than 
the  crossings  described,  all  the  way  from  Spokane  Street  to  Smith's  Cove. 

When,  in  the  future,  it  shall  become  imperative  that  greater  width  of 
clear  street  be  had,  the  tracks  on  the  east  side  of  Railroad  Avenue  should  be 
elevated  on  a  permanent  structure  so  designed  as  to  permit  the  free  movement 
of  vehicles  and  pedestrians  beneath  it.       This  will  give  ample  street  room  for 


TRANSPORTATION  117 

an  indefinite  time,  and  after  the  readjustment  of  the  waterfront  the  elevated 
tracks  will  continue  to  serve  the  east  side  of  the  avenue. 

The  subway  planned  for  Atlantic  Street  (see  Separation  of  Grades  on 
the  Tide  Flats,  Map  No.  19)  will  have  its  west  portal  at  the  east  line  of  Rail- 
road Avenue.  The  inclined  approaches  to  this  portal  are  to  be  along  Kailroad 
Avenue,  one  from  the  north  and  one  from  the  south,  at  an  angle  of  about  seven- 
ty-three degrees  with  the  center  line  of  the  subway  and  with  descending  grades 
of  two  per  cent,  more  or  less,  as  may  be  hereafter  determined.  The  clear  width 
of  these  approaches  is  fifty-six  feet.  It  is  designed  that  they  should  be  used 
not  only  for  approaching  the  subway  but  also  for  the  traffic  north  and  south 
along  Railroad  Avenue,  thus  avoiding  crossings  of  spur  tracks  along  the  west 
side  thereof. 

The  north  portal  tunnel  grade  of  the  Oregon-Washington  Railway  &  Nav- 
igation Company,  when  built,  should  be  fixed  at  an  elevation  which  will  give  easy 
grade  connections  thence  to  track.s  on  the  east  side  of  Railroad  Avenue,  whether 
elevated  or  at  street  grade;  also,  when  the  tracks  on  the  east  side  of  Railroad 
Avenue  are  elevated,  the  tracks  of  the  Great  Northern  from  the  north  portal  of 
its  tunnel  northward  to  the  avenue  will  necessarily  have  to  be  adjusted  to  the 
new  conditions.  It  is  believed,  however,  that  many  years  will  elapse  before  the 
tracks  on  the  east  side  of  Railroad  Avenue  will  necessarily  have  to  be  elevated, 
especially  that  part  of  the  avenue  from  Pike  Street  northward. 

Some  shifting  of  the  tracks,  which,  on  this  plan,  will  necessarily  cross 
Railroad  and  Whatcom  Avenues,  as  previously  mentioned,  will  at  that  time 
have  to  be  made  to  suit  conditions  then  existing.  This  relates  to  connections 
between  elevated  tracks  and  tracks  at  street  level,  as  well  as  to  conditions  which 
may  hereafter  arise,  but  which  cannot  now  be  foreseen. 

When  the  tunnels  from  the  tide  flats  to  Central  Station  are  built,  it  should 
result  in  the  practical  abandonment  of  the  running  of  schedule  trains  on  both 
Whatcom  and  Railroad  Avenues,  except  those  of  the  Columbia  &  Puget  Sound 
Railway,  which  may  continue  to  occupy  a  short  section  of  Railroad  Avenue  in 
connection  with  its  terminal.  In  other  words,  at  that  time  five  tracks  on  the  ave- 
nue north  of  Washington   Street  should  be  sufficient. 

It  should  be  noted  here  that,  at  the  present  time,  schedule  trains  are  not 
permitted  to  run  on  the  avenue  between  Railroad  Way  and  Bell  Street  during 
the  day  time,  and  that  when  the  plan,  as  outlined,  is  in  effect,  the  tracks  on  both 
Railroad  and  Whatcom  Avenues  will  be  devoted  altogether  to  switching,  with 
the  exception  above  mentioned. 

Switching  operations  are  far  less  dangerous  than  those  of  schedule  trains, 
but  when  the  switching  on  the  east  side  tracks  become  perilous,  they  can  be 
largely  confined  to  night  service.  Gates  can  also  be  installed  at  the  foot  of  cross 
streets,  and,  ultimately,  the  tracks  themselves  can  be  elevated,  if  necessary,  as 
mentioned. 

An  ideal  plan  for  Railroad  Avenue  will  not  be  feasible  until  many  years 
hence,  when  the  Central  Waterfront  is  moved  westward.  The  opportunity  will 
then  come  of  introducing  features  which  will  be  ideal  and  permanent,  and 
which  will  include  park  areas,  a  formal  architectural  water  gate,  etc. 

When  surrendering  portions  of  their  rights  of  way  on  Railroad  Avenue  and 
Railroad  Way  for  the  accommodation  of  street  traffic,  the  railways  will  natur- 


118  PLAN     OF     SEATTLE 

ally,  and  with  justice,  insist  that  new  franchises  for  competing  railways  shall 
not  be  granted  alonf;  the  areas  or  strips  which  may  be  released. 

On  the  other  hand,  the  city  should  require  that  the  tracks  remaining  on 
the  avenue  be  for  the  connnou  use  of  all  steam  railways. 

When  Elliott  Place  (the  diagonal  street  connecting  Western  Avenue  with 
Klliott  Avenue  between  Lenora  and  I'.ell  Streets)  and  JIagnolia  Way  shall  have 
been  improved,  access  to  the  waterfront  and  Kailroad  Avenue  will  be  provided 
as  follows: 

King  Street,  maximum   grade  to  Third  Avenue  South,  0.5%. 
Jackson  Street,  maximum  grade  to  First  Avenue  South,  3.0%. 
Washington   Street,   maximum   grade  to  First  Avenue  South,  4%. 
Yesler  Way,  maximum  grade  to  First  Avenue  South,  4%. 
Columbia  Street,  nmximum  grade  to  First  Avenue  South,  10.9%. 
Western  Avenue,  maximum  grade  to  Virginia  Street,  4.0%. 
Elliott  Avenue  and  Elliott  Place,  maximum  grade  to  Pike  Place,  4.5%. 
Magnolia  Way,  maximum  grade  to  Denny  Way,  2.1%. 

There  are  heavier  grades  on  First,  Second,  Third  and  Fourth  Avenues 
south  of  Virginia  Street  than  upon  certain  streets  leading  east  from  Railroad 
Avenue  to  these  avenues.  These  avenues  must  therefore  be  reached  chiefly  from 
the  north  through  Magnolia  Way,  Elliott  Avenue,  Elliott  Place,  Western  Ave- 
nue and  Pike  Place. 

A  team  will  haul,  on  a  continuous  three  per  cent  grade,  only  thirty  to 
thirty-five  per  cent  of  the  weight  it  will  haul  on  a  level. 

In  other  words,  if  there  is  a  certain  tonnage  to  haul  from  the  waterfront 
to  points  on  the  avenues  mentioned,  from  three  to  five  times  as  many  trips  of  a 
team  are  necessary,  in  so  far  as  weight  is  concerned,  as  would  be  required  if 
the  streets  were  level.  The  effect  of  this  is  to  greatly  increase  congestion,  with 
its  resulting  wear  and  tear  on  pavements,  in  addition  to  the  exorbitant  cost 
of  cartage  per  ton. 

It  is  obvious  that  some  method  should  be  found,  if  possible,  which  will 
make  a  radical  improvement  in  these  conditions.  This  method  exists,  beyond 
any  doubt,  in  the  inclined  (funicular)  railway,  or  inclined  plane,  already  re- 
ferred to.  Inclines  of  this  character  have  been  u.sed  in  several  cities  in  Europe 
for  many  years.  Pittsburg,  Pennsylvania,  where  seven  or  eight  of  them  are  in 
operation,  is  the  most  notable  example  in  this  country. 

The  profile  view  of  such  a  railway,  as  shown  on  Plate  No.  20,  is  designed  to 
meet  conditions  on  Virginia  Street,  from  the  foot  of  the  street  at  Railroad 
Avenue  to  its  intersection  at  First  Avenue,  whence  along  Pine  and  Pike  streets 
the  avenues  can  be  reached  on  nearly  a  level  haul,  there  remaining  only  a  few 
blocks  in  the  whole  business  area  of  the  city  where  an  upgrade  would  have  to 
be  faced. 

Such  an  incline  would  have  two  tracks  and  cars,  operated  by  eable  and 
electric  power,  one  going  down  while  the  other  goes  up,  and  each  ear  to  carry 
two  large  teams,  and  passengers,  also,  if  desired.  It  would  be  simple  and  effec- 
tive in  its  operation  and  would  doubtless  save  enough  in  street  wear,  to  say 
nothing  of  the  annoyance  of  congestion  caused  by  heavy  teams  and  trucks,  to 
pay  the  expen.se  of  its  operation.  Its  installation  cost  would  be  between  |12."),000 
and  1150,000. 


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120  PLAN    OF     SEATTLE 

Several  of  the  I'ittsburg  inclines  were  built  by  Diesclier  &  Son,  Pitts- 
burj:;,  IV'iinsvlvania,  who  have  furnished  vanuable  informatiou  touching  the 
cost  of  tJK'ir  construction. 

If  one  of  these  inclines  is  built  at  Seattle,  it  will  be  successful,  and  the  build- 
ing of  several  others  will  follow.  Two  could  l)e  built  at  West  Seattle,  one  on 
the  extension  of  West  Spokane  Street  u|)  the  iiill,  and  another  near  West  Wait 
Street,  aI)out  four  thousand   tiiree  hundred  feet  south  of  the  ferry  slip. 

Investigation  should  also  be  made  to  determine  the  feasibility  of  such  in- 
clines to  surmount  several  otlier  hills  in  the  city,  notably  Queen  Anne  Hill, 
Beacon  Hill,  First  Hill  and  Capitol  Ilill. 

SEPARATION        OF        GRADES       ON       THE       TIDE 

F  L  A  T  S 

The  tide  flats  east  of  the  margin  of  the  East  Waterway  and  north  of  Du- 
waniish  Avenue  comprise  an  area  of  1,4.")0  acres,  streets  included,  occupied  to 
a  large  extent  by  the  local  freight  an  1  passenger  facilities  and  yards  of  the 
railways.  There  are  extensive  areas,  however,  outside  of  and  between  railway 
properties  which,  owing  to  their  proximity  to  the  Imsiness  center  of  the  city 
and  accessibility  from  the  railways  and  waterfront,  have  great  value  for  manu- 
facturing, storage  and  wholesale  business. 

The  tracks,  properties  and  franchises  of  the  railway  companies  extend  north 
and  south  and  spread  out  east  and  west,  substantially  parallel  with  each  otlier, 
leaving  certain  avenues  between  them  unobstructed.  In  common  with  other 
parts  of  the  city,  the  street  traffic  is  mostly  north  and  south.  The  time  is  at 
hand,  however,  to  plan  the  separation  of  grades  so  as  permit  of  east  and  west 
traffic. 

It  was  at  one  time  proposed  that  certain  avenues  and  streets  be  elevated 
to  a  level  which  would  permit  railway  trains  to  pass  freely  beneath  them  at  any 
point,  the  clear  head  room  between  tracks  and  elevated  structures  to  be  not  less 
than  twenty-two  feet.  A  condemnation  ordinance  was  adopted  by  the  city 
council,  but  subsequently  repealed,  which  would  have  established  this  plan.  As 
a  consequence,  at  this  date,  no  general  plan  for  separation  of  grades  exist. 

The  cross-town  streets  which  it  was  proposed  to  elevate  were  Connecticut, 
Holgate,  Lander,  Ilanford  and  Spokane  Streets.  Among  the  north  and  south 
avenues  to  be  elevated  were  Fourth,  Sixth,  Eighth  and  Ninth  Avenues  South, 
and  part  of  Seattle  Boulevard  and  Whatcom  Avenue. 

The  original  plan  for  elevated  streets  did  not  extend  south  of  Spokane 
Street,  but  the  later  construction  of  the  Argo  railway  yard  and  of  the  pro- 
posed Duwamish  Waterway  would  have  made  necessary  an  extension  of  the 
plan  further  south. 

This  plan  has  been  .studied  in  detail  and  has  been  found  to  present  nmny 
complicated  situations.     Its  cost  with  permanent   materials  seems   prohibitive. 

A\'herever  streets  were  elevated  we  would  have  basements  of  one  or  two 
stories,  aggregating  a  height  of  not  less  than  twenty-five  feet  which,  being 
below  the  street  level,  would  be  dark  and  unwholesome  during  the  winter.  In 
other  words,  in  order  to  improve  these  properties,  the  buildings  would  have 
to  be  brought  to  an  elevation  of  twenty-five  feet  above  ground  level  before 
reaching  the  street  where  ordinary  business  would  be  transacted. 


TRANSPORTATION  121 

Assuming,  however,  tliat  only  certain  streets  were  raised,  tliere  would 
arise  a  demand  for  street  communication  between  tlie  basements  mentioned  and 
those  situations  where  streets  were  not  elevated.  Tills  demand  would  iiave 
to  be  met  to  a  reasonable  extent  by  paving,  etc.,  on  tiie  ground  level  below 
elevated  structures,  so  that  the  final  outcome  would  be,  to  a  great  degree, 
streets  of  two  stories,  one  on  the  ground  level,  tiie  other  on  the  elevated  struc- 
ture. Many  inclined  roadways  would  also  be  necessary  to  enable  those  located 
on  streets  below  elevated  level  to  reach  the  latter,  resulting  in  extensive  dam- 
age to  property  frontages. 

The  outcome,  in  a  long  term  of  years,  might  be  the  elevation  of  ail  the 
streets.  But  meantime,  the  paving  of  streets  on  the  ground  level  and  the 
building  of  inclined  roadways  to  upper  level  would  have  to  be  provided  for, 
at  least  to  a  great  extent,  in  jusiice  to  property  holders  who  could  not  afford 
to  wait  for  the  opportunity  to  improve  their  properties,  and  also  because  the 
space  will  be  required  by  business  growth  of  the  city.  It  all  amounts  to  this, 
that  once  fairly  embarked  on  the  elevated  street  plan,  the  city  miglit  look 
forward  to  the  outlay  of  great  sums  by  all  concerned,  amounting  in  the  aggre- 
gate, damages  and  all  included,  to  not  less  than  |23,000,000,  with  the  possi- 
bility that  even  this  amount  would  not  sufiBce. 

The  problem  of  the  separation  of  grades  has  been  satisfactorily  worked 
out  in  many  eastern  cities.  The  outcome  generally  depends,  in  tlie  ultimate 
analysis,  on  topographical  features,  because  cost  is,  in  the  main,  dependent  upon 
them.  It  is  desirable,  of  course,  that  tracks  and  streets  should  both  be  in  the 
open  air.     In  most  cases  track  elevation  is  found  to  be,  by  far,  the  best  solution. 

At  Chicago,  where  there  has  been  more  track  elevation  than  in  any  other  city, 
the  result  has  been  so  satisfactory  that  the  railways  have  begun,  of  tiieir  own 
accord,  to  make  applications  for  the  privilege  of  extending  the  improvements 
into  the  suburbs.     (See  Plates  Nos.  21,  22,  23  and  24.) 

In  a  case  like  that  of  the  Pennsylvania  Railway  at  New  York,  where  the 
track  level  is  kept  low  by  the  nece.ssity  of  a  tunnel  under  a  stream,  the  only 
solution  may  be  found  in  having  the  tracks  below  street  level,  at  least  for  a 
short  distance. 

The  New  York  Central,  in  its  approach  to  the  Grand  Central  Station  in 
New  York,  is  elevated  at  the  Harlem  Kiver  end,  but  is  in  a  subway  at  the 
south  end,  all  due  to  topographical  requirements  as  affected  by  limiting  grades 
and  other  conditions. 

The  only  reasonable,  in  fact  the  only  feasible,  solution  of  the  problem  at 
Seattle  appears  to  be  that  of  elevating  the  tracks.     (See  Map  No.  19.) 

This  is  provided  for  by  raising  the  running  tracks  and  certain  yards  by 
filling,  and  by  bridging  across  and  over  such  streets  as  are  to  remain  open, 
these  streets  being  in  some  instances  depressed  a  few  feet  where  they  cross  be- 
neath the  tracks  or  railway  yards,  by  the  introduction  of  grades  of  two  to  four 
per  cent,  in  order  to  lessen  the  height  and  consequent  expense  of  retaining 
walls,  fills,  etc.,  pertaining  to  the  raised  tracks,  etc.  The  streets  under  these 
bridge's  are  usually  termed  subways. 

In  work  of  this  kind,  it  is  generally  necessary,  as  preliminary  to  the  con- 
struction of  permanent  bridges,  to  use  pile  or  frame  timber  trestles  for  a 
time.  Where  these  trestles  are  well  built  of  good  timber,  there  is  no  essential 
reason    wliy    they    should    not   remain   in  use  for  a   few  years  until  the  life  of 


V22  PLAN     OF     SEATTLE 

the   tiiiilxT   is  f^one,   although    it    is   preferable,    on    some    accounts,    to    replace 
tbem   witli   permanent  work   at   a   comparatively  early  date. 

Tiie  Iciijitlis,  widths  and  heights  of  subways  and  the  precise  local  ion  of 
their  center  lines  should  be  determined  by  conference  between  city  and  railway 
authorities,  when  the  time  arrives  to  prepare  plans  for  actual  construction.  It 
is  obvious  that  the  width  of  a  subway  can  be  safely  loss  than  the  general  width 
of  a  street  passing  tlinnigii  it.  In  a  subway  teams  do  not  back  up  against  or 
stand  alongside  the  curb,  and  there  being  no  shop  windows,  crowds  do  not 
collect.  A  subway  forty  to  sixty  feet  wide  has  a  capacity  equal  to,  if  not 
greater,    than   an   eighty-four   foot   street  in  a  business  district. 

The  map  locates  subways  on  Atlantic,  Holgate,  Lander,  Hanford  and 
Spokane  Streets,  Seattle  Boulevard,  Ninth  Avenue  South  and  Lyons  Street, 
also  at  the  Argo  yard.  All  other  locations  of  subways  shown  upon  the  map 
should  be  considered  tentative  and  dependent  on  future  developments,  but  it 
is  assumed  here  that  the  number  of  subways  indicated  will  be  sufficient  for  any 
probable   growth   or   development   except  as  may  be  required  by  new  franchises. 

Plans  for  subways  generally  provide  for  supporting  columns  on  each  curb 
and  at  least  one  line  of  columns  in  the  center  of  the  street,  dividing  the  traffic 
to  the  right  and  left.  In  the  few  cases  where  wide  subways  have  been  built, 
two  and  even  three  sets  of  .supporting  columns  have  been  permitted  in  the  road- 
way, in  addition  to  those  at  the  curbs. 

The  minimum  height  of  a  subway  will  always  depend  upon  the  use  which 
is  to  be  made  of  it.  Where  it  is  a  matter  of  ordinary  street  traffic,  twelve  feet 
has  been  found  ample,  but  where  a  street  car  line  is  to  be  provided  for,  four- 
teen feet  answers  all  purposes. 

It  is  not  necessary  that  subways  be  built  to  provide  crossings  at  all  streets. 
On  the  contrary,  a  subway  once  in  three  to  five  blocks  has  generally  been 
found,  in  Chicago  and  other  eastern  cities,  to  be  more  than  sufficient  for  all  the 
needs  of  traffic. 

The  plan  does  not  propose  that  industrial  tracks  .shall  be  elevated  ex- 
cept in  instances  where,  as  in  the  case  of  the  Colorado  Avenue  yards  of  the 
Northern  Pacific,  it  is  thought  desirable  to  retain  two  such  tracks  along  one 
side  of  the  property.  When  the  other  tracks  of  this  yard  are  removed,  as 
they  will  be  by  the  time  the  Auburn  yard  is  in  full  operation,  the  property  not 
occupied  by  the  two  tracks  mentioned  will  thereafter  doubtless  be  leased  for 
industrial  purposes  and  remain  at  the  level  of  Whatcom  Avenue,  while  the  two 
tracks  mentioned  will  be  elevated,  there  being  elevated  running  tracks  on  Colo- 
rado Avenue  adjoining  them  on  the  east.  It  may  be  found  desirable,  as  in  the 
case  of  the  industrial  tracks  each  side  of  the  Oregon-Washington  Railway  & 
Navigation  Company  running  tracks  on  Fifth  Avenue,  or  in  similar  locations, 
to  do  likewise,  depending  on  circumstances  that  cannot  now  be  predicted. 

The  various  sections  of  the  flats  that  are  not  occupied  by  the  railways  are 
areas  to  be  devoted  to  manufacturing,  wholesale  business,  storage,  etc.,  espe- 
cially of  heavy  productions,  and  the  seiwice  tracks  required  therefor  should  be 
at  ground  level.  Switching  on  industrial  tracks  presents  but  little  peril,  but 
when  for  any  reason  it  does  become  dangerous,  it  should  be  largely  or  wholly 
carried  on  at  night. 

There  can  be  no  serious  objection  to  a  single  industrial  track  on  the  east 
side  of  Utah  Avenue,  another  on  the  west  side  of  Occidental  Avenue  and  still 


TRANSPORTATION  123 

another  on  the  east  side  of  Oriental  Avenue.  If  more  tracks  are  essential  in 
these  cases,  the  right  of  way  for  them  sliould  be  provided  by  the  property 
which  tliey  sen-e,  or  otherwise  these  avemies  where  this  necessity  arises 
should  be  widened.  However,  sjenerally  speakinjj,  industrial  tracks  siiould  be 
confined  to  alleys  running  north  and  s  )uth.  Frandiises  for  such  tracks  cross- 
in";  avenues  anywhere  between  Kinj;  Street  and  Duwaniish  Avenue  and  east 
of  ^^'hatconl  Avenue,  sliould  not  be  granted  unless  they  are  to  be  elevated  at 
least  at  the  crossings.  The  main  avenues,  namely,  First,  Fourth,  Sixth,  Eighth 
and  Ninth  Avenues  Soutli,  not  now  occupied  by  tracks,  will  all  be  needed  for 
street  traffic.  They  are  the  only  wide  streets  remaining  to  accommodate  tlie 
vast  north  and  south  traffic  of  the  future  and  should  be  kept  clear  of  all  tracks 
that  are  not  elevated,  those  required  for  street  car  or  rapid  transit  service 
excepted. 

Spokane  Street  track  should  remain  in  use  until  track  elevation  in  its 
vicinity  is  about  to  be  undertaken,  when  the  railways  siiould  be  given  the 
option  of  elevating  it,  or  removing  it  and  depending  on  Duwamish  Avenue 
tracks  to  perform  its  functions. 

The  plan  provides  for  the  elevation  of  the  Argo  yard  with  subways  on 
Whatcom,  First,  Fourth  and  Eighth  Avenues  South.  The  lengths  of  these 
Argo  subways,  however,  will  depend  on  the  area  of  yard  which  is  to  be  occu- 
pied by  tracks.  It  seems  possible  that  the  railways  will  find  it  advantageous 
to  establish  there  a  joint  yard  in  connection  with  Harbor  Island  and  west  side 
tracks. 

South  of  the  Argo  yard  and  tlience  to  Black  River,  the  running  tracks 
are  all  close  under  the  slope  of  the  hill  on  the  east  side  of  the  valley  and  will 
be  crossed  here  and  there,  as  elsewhere  described,  by  short  overhead  bridges, 
to  provide  for  street  connections  between  streets  of  the  valley  and  those  of  the 
high  ground  east  of  the  tracks. 

That  part  of  the  so-called  shore  line  track,  property  of  Northern  Pacific 
Railway,  devoted  to  industrial  service,  now  located  on  Ninth  Avenue  Soutii, 
between  Lyons  Street  and  Hanford  Street,  a  distance  of  three  blocks,  should 
cross  Ninth  Avenue  South  by  introducing  sharp  curves,  so  as  to  make  tlie  cross- 
ing of  the  avenue  shorter.  (See  Map  No.  19.)  This  track  should  be  elevated 
at  this  crossing,  and  Ninth  Avenue  South  should  be  somewhat  depressed  so 
as  to  provide  part  of  the  head  room  for  a  subway.  Ninth  Avenue  Soutli.  from 
Wiuthrop  Street  to  Hinds  Street,  a  distance  of  three  blocks,  should  be  widened 
to  one  hundred  feet,  to  accommodate  the  future  traffic,  not  only  of  Ninth  Ave- 
nue South,  but  also  that  of  Seattle  Boulevard.  The  above  is  in  line  with  the 
proposition  referred  to  that  no  tracks  should  be  permitted  to  cross  the  remain- 
ing main  avenues  at  street  grade.  If  it  becomes  necessary  to  grant  such  fran- 
chises, they  should  provide  for  elevation  of  tracks  coincident  with  the  elevation 
cf  other  tracks  in  the  vicinity  or  with  which  they  may  be  connected. 

In  connection  with  the  street  elevation  project,  it  was  formerly  pro- 
posed to  make  Connecticut  Street  the  first  elevated  cross  street  south  of  the 
passenger  stations.  This  street,  however,  is  not  far  enough  south  for  sub- 
way crossing  purposes.  The  tracks  and  yards  south  of  the  passenger  and 
freight  stations  are  to  be  raised,  but  it  would  be  hardly  feasible  to  raise  the 
stations  themselves,  with  their  tracks,  which,  to  a  degree,  are  held  down  by 
street  grades  and  tunnel  portals. 


124  PLAN    OF     SEATTLE 

As  a  consequence,  the  first  crossing  of  the  tracks  south  of  the  stations 
must  he  far  enouj^h  sontli  to  h^ave  distance  for  perniissihle  firadcs  fnmi  track 
level  at  top  of  suhway,  when  built,  down  to  the  station  facilities  mentioned. 
Atlantic  Street  is  the  first  street  to  the  south  where  this  condition  exists. 

Note  should  be  made  here  of  two  situations  relating  to  Atlantic  Street 
subway  between  Railroad  and  Utah  Avenues.  First,  a  clear  width  of  fifty 
feet  is  deemed  suflBcient  for  this  subway.  On  account  of  local  conditions  a 
,!,'reater  width  is  not  easily  attained.  Second,  at  the  southeast  corner  of  I 'tali 
.Vvenue  and  Atlantic  Street  the  doubls'  tracks  of  Seattle  Electric  Company 
curve  from  Atlantic  Street  into  Utah  Avenue,  where  they  unite  in  a  single 
track  leading  south  to  the  repair  shop.  It  would  be  just  as  well  if  there  was 
but  the  single  track  around  the  corner  instead  of  two  tracks,  and  the  Seattle 
Electric  Company  will  be  willing  to  make  this  change,  placing  the  switch  near 
First  Avenue  South.  This  will  improve  conditions  approaching  the  incline 
to  the  subway  from  the  east. 

The  north  and  south  inclines  leading  to  Atlantic  Street  subway  are  indi- 
cated as  fifty-six  feet  wide,  because  street  traffic  along  Railroad  Avenue  will  have 
to  pass  along  through  them. 

Also  at  Whatcom  and  Dakota  Streets,  the  tracks  should  be  kept  as  low 
as  practicable  to  give  the  tracks  leading  to  ITarbor  Island  the  easiest  pos- 
sible grades,  because  in  time  heavy  trains  of  freight  will  he  hauled  to  and 
from  tile  Island  and  the  west  side. 

As  above  indicated,  the  Northern  Pacific  will  in  due  time  remove  mo.st 
of  its  Colorado  Avenue  yard.  It  is  a  safe  prediction  that  ])arts  of  other  rail- 
way property,  instead  of  being  raised  and  used  for  tracks,  will  be  leased  to 
industries.  This,  however,  is  a  matte:-  which  belongs  to  the  railways,  and 
which  will  be  determined  by  them. 

Material  necessary  for  the  filling  required  by  track  elevation  may  be  ob- 
tained, from  time  to  time,  from  such  regrades  within  reasonable  distance  of 
the  flats  as  the  city  may  be  called  upon  to  undertake,  or  may  be  hauled  in  cars 
from  excavations  made  along  the  rights  of  way  of  the  ditt'erent  railway  companies. 

Tentative  estimates  have  been  prepared  of  the  cost  of  elevating  the  tracks, 
but  obviously  such  estimates  can  only  be  definitely  made  when  the  time  ar- 
rives for  undertaking  the  work.  The  expenditures  required  of  the  railways 
will  altogether  ultimately  amount  to  eight  or  nine  million  dollars.  This,  of 
course,  should  be  spread  over  a  term  of  years,  as  may  be  arranged  between  the 
city  and  the  railways. 

It  is  proper  to  remark  that  the  representatives  of  the  engineering  de- 
partments, both  here  and  in  the  east,  who  have  been  consulted  with  and  who 
have  to  do  with  this  subject  for  the  several  railways,  were  formerly  somewhat 
of  the  opinion,  as  was  the  writer,  that  the  streets  and  not  the  tracks  should 
be  elevated,  but  this  opinion  was  only  general  and  tentative  in  its  character. 
In  no  case  had  occasion  arisen  for  thorough  investigation  of  the  merits  in- 
volved, r.ut  now,  after  having  followed  in  detail  the  studies  made  in  behilf 
of  the  Municipal  Plans  Commission,  and  having  had  time  to  consider  the  mat- 
ter, we  are  all  in   full  accord  with   the  conclusions  reached   and   stated   above. 

In  view  of  the  existing  financial  depression  the  railways  would  naturally 
consider  it  a  hardship  were  they  compelled  to  begin  the  work  of  track  eleva- 
tion at  an  early  date.  Furthermore,  prs'paratiou  of  plans,  conferences  between 
city  and  railway  officials,  etc.,  will  consume  much  time. 


TRANSPORTATION  125 

When  the  work  begins  it  slioulcl  go  on  progressively,  year  after  year,  anJ 
from  north  to  south;  that  is,  the  first  subways  built  should  be  those  on  At- 
lantic Street;  the  next,  Ilolgate  Street,  and  so  on,  one  after  the  other,  as  de- 
velopment, or  rather  necessity,  requires. 

The  sums  to  be  expended  are  large  and  will  increase  the  burden  carried 
by  the  railway  companies.  They  are  justly  entitled  to  plenty  of  time  in  making 
these  investments. 

On  the  other  hand,  the  development  of  the  property  is  a  business  necessity 
to  its  owners,  and  the  railways  will,  incidentally,  be  greatly  benefited  thereby. 

It  is  here  deemed  fair  to  say  that  actual  work  of  track  elevation  should 
not  begin  before  September  15,  1913.  This  will  give  approximately  two  years 
to  preliminaries. 

It  is  not  easy  to  name  a  date  when  the  work  should  be  completed.  It 
depends  upon  the  prosperity  of  the  city  and  the  railways  and  the  growth  of 
business  enterprises  on  the  flats.  It  is  a  matter  which  should  be  left  to  the 
future  and  the  fair  and  reasonable  consideration  of  the  merits  of  the  .situa- 
tion as  then  presented.  It  is  altogether  probable  that  when  a  considerable 
part  of  the  work  has  been  completed,  the  railways  will  prefer  to  finish  the  bal- 
ance promptly  and  thus  get  it  out  of  the  Avay. 

STEAM     RAILWAYS 

Topographical  conditions  led  existing  railways  to  enter  Seattle  either  from 
the  north  or  south.  The  same  conditions  preclude  the  entrance  of  new  roads 
by  other  than  practically  the  same  general  routes. 

Intelligent  planning  requires  quite  thorough  study  of  the  railway  possi- 
bilities as  an  aid  to  the  prediction  of  what  will  occur  in  case  new  railways  seek 
to  enter. 

The  problem  of  the  entrance  of  new  railway  lines  into  the  city  may,  from 
a  general  point  of  view,  be  divided  into  three  sections: 

First:     Routes  for  railways  desiring  to  enter  from  the  south. 

Second:    Routes  for  railways  desiring  to  enter  from  the  north. 

Third:  The  location  for  an  ultimate  union  passenger  station,  herein  re- 
ferred to  as  Central  Station,  where  all  the  lines  may  conveniently  converge. 

These  sections  will  be  considered  as  follows: 

First:  Entrance  from  South.  There  are  two  routes  open  to  a  railway 
seeking  entrance  from  the  south.  One  is  parallel  with  existing  lines  north  of 
Black  River  Junction,  and  the  other  by  way  of  Renton  and  Rainier  Beach. 
(See  riate  No.  25.) 

Two  arterial  highways  have  been  laid  out,  one  on  each  of  the  existing 
railway  rights-of-way  between  Black  River  and  Argo  Junction.  The  distance 
between  these  two  highways  varies  from  800  feet  to  1,800  feet,  thus  leaving 
a  strip  of  sufficient  width  to  accommodate  all  the  lines  that  will  seek  an  en- 
trance by  this  route.  Main  line  tracks  should  be  confined  to  the  space  be- 
tween these  two  arterial  highways,  because  such  arrangement  will  least  inter- 
fere with  the  industrial  development  of  the  valley,  and  will  greatly  simplify 
the  grade  separation  problem. 

Tracks  that  may  be  located  on  the  marginal  ways  paralleling  Duwnmish 
Waterway,    should    be   confined    to   serving    waterfront    and    industrial    proper- 


tij 


^ 


snomomism   cpyNjf    


Municipal  Pljins  Commission 

of  Hie 

City  of  Seattle 

Suggested  Railway  Approach 

lo 

Proposed  Central  Station 


aooo  3  a  I  o 

September  19)1. 


4  a  '2  (6000  fe^ 

Virgil  G.  Bogue  Engineer 


PLATE   JSfO.   25 


TRANSPORTATION  127 

ties.  Franchises  for  tracks  on  marginal  ways  should  not  be  granted  without 
reserving  common  user  or  joint  ownersliip  rights  for  the  railways  that  may 
desire  to  enter  that  territory.  Preferahly  they  should  be  built,  owned  and 
operated  by  the  Port  of  Seattle,  so  as  to  give  all  railways  equal  access  to  the 
districts  served  thereby. 

A  railway  desiring  to  enter  by  Kainier  Beach  route  should  follow  a 
northwesterly  direction  adjacent  to  the  southerly  and  westerly  side  of  the 
proposed  marginal  way  along  the  southwesterly  shore  of  Lake  Washington 
to  Rainier  Beach,  thence  continuing  in  a  northwesterly  direction  to  a  possible 
connection  with  a  Dunlap  Canyon  line  in  the  vicinity  of  the  center  of  Sec.  28, 
T.  24  N.,  R.  4  E.  A  tunnel  approximately  4,000  feet  long  will  be  required 
in  passing  thence  beneath  the  south  end  of  Beacon  Hill  to  the  Duwamish  Val- 
ley. A  new  road  entering  by  this  route  would  then  either  have  to  obtain  track- 
age rights  from  the  existing  railways,  or  work  its  way  along  the  east  side 
of  the  Oregon-Washington  Railway  &  Navigation  Company's  right-of-way 
to  the  property  between  Sixth  and  Eighth  Avenues  South,  in  the  vicinity  of 
Connecticut  Street.  From  this  position  a  connection  could  be  advantageously 
made  by  tunnel  through  to  the  south  end  of  Lake  Union. 

Either  one  of  these  schemes  would  involve  expensive  condemnation  and 
difficult  work,  but  both  are  feasible.  A  railway  entering  via  Rainier  Beach, 
as  suggested,  upon  tunneling  beneath  the  south  end  of  Beacon  hill,  would 
have  the  alternative  of  working  north  along  the  east  side  of  the  present  rights- 
of-way,  which  would  involve  heavy  cutting,  or  crossing  over  existing  tracks 
and  coming  down  to  the  west  of  them.  In  the  latter  event,  heavy  grading 
would  be  avoided,  yet  in  order  to  reach  the  freight  terminal  lands  available 
near  Connecticut  Street  referred  to,  a  long  and  expensive  recrossing  of  all 
the  existing  lines  would  have  to  be  made. 

Xew  railways  entering  as  outlined  may,  of  course,  gain  access  to  the 
waterfront  by  condemnation.  A  better  way,  however,  would  be  by  the  use 
of  the  Port  of  Seattle  tracks  on  the  marginal  streets  and  by  acquiring  com- 
mon user  or  joint  ownership  rights  in  existing  tracks. 

Through  Dunlap  Canyon  a  railway  connection  may  be  had  between  the 
tracks  in  the  Duwamish  Valley  and  the  Rainier  Beach  route,  in  the  vicinity 
of  Cloverdale  Street  and  Forty-sixth  Avenue  South.  From  thence  a  line 
may  be  extended  north  through  the  Rainier  Valley.  From  the  vicinity  of 
Jlorgan  Street  and  Forty-second  Avenue  South,  to  the  vicinity  of  Angeline 
Street  and  Thirty-seventh  Avenue  South,  a  tunnel  about  5,300  feet  long 
would  be  required,  the  grade  being  four  tenths  per  cent.  This  tunnel  would 
be  much  shorter,  if  a  steeper  grade  were  used.  From  the  latter  point  the 
railway  may  extend  northward,  along  a  line  a  little  easterly  of  Rainier  Ave- 
nue, to  Holgate  Street,  or  possibly  further. 

Seco.nd:  Entr.vnce  from  North.  The  country  north  of  Lake  Union  and 
the  Lake  Washington  Canal  has  been  studied  with  a  view  of  ascertaining  by 
what  routes  new  railways  may  gain  entrance  from  the  north. 

It  was  found,  that,  while  it  is  feasible  to  construct  lines  over  the  upland 
between  Lake  Washington  and  Puget  Sound,  such  routes  would  not  be  sat- 
isfactory on  account  of  the  heavy  work  that  would  be  necessary  and  the  poor 
grades  obtainable.  There  appears  to  be  no  reason,  however,  why  another 
railway  cannot  be  built  from  Seattle  northward,   following  closely  tlie  route  of 


128  PLAN    OF     SEATTLE 

the  Northern  Pacific  line  along  the  west  side  of  Lake  Washington  and  via 
Maltlty  Suniniit.  over  which  a  niaxiiiiuMi  grade  of  eight-tenths  per  cent  is 
obtainable.  Along  the  west  side  of  tiie  lake,  between  I'ontiac  P>ay  and  Mc- 
Aleer  Creek,  while  the  slopes  rise  abrui)tly  from  the  shore,  there  should  be 
no  great  dirticulty  encountered  in  widening  to  accommodate  a  second,  or  even 
more,   tracks. 

In  case  another  railway  seeks  to  enter  Seattle  from  tlie  north,  it  is  prob- 
able that  much  the  same  thing  would  happen  as  occurred  between  Seattle  and 
I'ortland,  when  the  Oregon- Washington  Railway  &  Navigation  Company  de- 
cided to  build  north  to  Seattle.  The  new  road  effected  a  combination  with  the 
Northern  Pacific  to  come  in  over  its  lines  under  an  arrangement  by  which 
a  second  track  was  built.  Even  if  this  is  not  done  an  improvement  and 
straightening  of  existing  lines  is  necessary. 

A  new  alignment  from  Pontiac  southwesterly  may  be  obtained  with  a 
maximum  grade  of  seven-tenths  per  cent.  In  the  south  half  of  Sec  10,  T. 
25  N.,  K.  i  E.,  a  tunnel  about  3,000  feet  long  will  be  reciuired.  l''rom  the 
westerly  end  of  the  tunnel  the  route  should  be  westerly  approximately  along 
the  line  of  East  Forty-fifth  Street,  to  a  crossing  of  the  old  Northern  Pacific 
Railway  line,  thence  southwesterly  through  a  tunnel  ai)proximately  4,800  feet 
long,  emerging  in  the  vicinity  of  Northlake  Avenue  and  Ninth  Avenue  North- 
east, thence  westerly  along  the  north  side  of  hake  Uni(m  to  the  vicinity  of 
Woodlawn  Avenue,  thence  by  bridge  to  a  connection  with  the  proposed  Cen- 
tral Station  tracks. 

Under  a  similar  arrangement  a  combination  might  be  made  with  the 
Great  Northern  by  which  another  railway  may  obtain  running  rights  over  its 
coast  line,  thus  entering  Central  Station  by  way  of  Salmon  Bay. 

A  new  entrance  to  the  city  has  been  worked  out  by  the  Great  Northern 
via  the  crossing  at  Salmon  Pay  Narrows  in  the  vicinity  of  Thirty-fourth 
Avenue  West,  and  thence  southeasterly  to  a  connection  with  the  Interbay 
tracks.  Connecting  with,  and  in  conformity  to  this  new  arrangement,  a 
line  may  be  constructed  easterly  skirting  the  north  side  of  Queen  Anne 
ITill  to  Central  Station.  From  Roy  Street  northwesterly  an  average  upgrade 
of  thirty-two  hundredths  per  cent  will  carry  this  proposed  main  line  over  the 
highways  and  freight  and  yard  tracks  at  the  north  end  of  Interbay  district, 
as  shown  on  Map  No.  11. 

Under  this  arrangement  the  tracks  on  the  Ballard  side  should  be  de- 
voted principally  to  industrial  switching  purposes  in  which  event  two  running 
tracks  along  the  north  side  of  Salmon  Bay  will  be  suflBcient. 

A  new  railway  entering  via  the  Great  Northern  coast  line  may  reach  Lake 
Union  over  tracks  either  on  the  north  or  the  south  side  of  Salmon  Bay.  In 
the  former  event  there  will  be  introduced  serious  grade  separation  problems 
and  the  probable  necessity  of  additional  running  tracks. 

TiiiRn:  Central  St.vtion.  Summing  up  the  situation,  it  appears  that 
the  desirable  avenues  of  railway  ingress  and  egress  are  three  in  number  and 
are  so  located  that  they  form  a  huge  Y,  the  branches  of  which  may  be  de- 
scribed as  follows:     (See  Plate  No.  25.) 

(1)  The  Great  Northern  route,  via  Salmon  Bay  and  easterly  side  of 
Puget  Sound. 


TRANSPORTATION  129 

(2)  The  Northern  Pacific  route,  north  along  the  west  side  of  Lake 
Washington. 

(3)  Any  line  entering  over  the  south  tide  flats,  produced  northward  to 
Lake  Union. 

These  three  principal  routes  intersect  on  the  southwest  side  of  the  Lake 
Union  Basin,  which  practically  determines  the  location  of  the  Central  Station, 
where  sufficient  area  may  be  had  to  accommodate  all  the  roads  and  allow  for 
future  growth.  Investigation  demonstrates  that  the  requisite  area  may  he  made 
availaltle  and  that  the  proper  location  for  the  station  is  at  Koy  Street  and 
Central  Avenue. 

Not  the  least  attractive  feature  of  this  location  is  that  the  station  would 
be  on  Central  Avenue,  the  axial  highway  of  the  city,  and  be  virtually  part 
of  the  Civic  Center. 

It  would  be  especially  advantageous  to  the  great  population  which  will 
eventually  live  along  the  shores  and  territory  adjacent  to  Lakes  Washington 
and  Samiiiamish.  These  people  will  come  to  the  Lake  Union  landings  in 
motor  boats,  ferries  and  lake  steamers  and  disembark  in  the  near  vicinity  of 
Central   Station. 

Tiie  three  routes  leading  to  the  proposed  Central  Station  have  been  so 
planned  that  it  will  be  feasible  to  eliminate  all  grade  crossings  along  the  main 
lines  through  the  city.     (See  Map  No.  12.) 

One  of  the  most  important  results  to  be  obtained  by  the  establishment 
of  Central  Station  near  Lake  Unicm,  and  in  the  construction  of  tunnels  from 
the  tide  flats  leading  thereto,  will  be  the  elimination  of  substantially  all  schedule 
trains  from  Railroad  Avenue.  The  safety  of  the  public,  the  appearance  and 
prosperity  of  the  waterfront,  and  the  well-being  of  the  cit^'  at  large,  depend 
greatly  upon  the  adoption  of  this  plan. 

The  construction  of  Central  Station  at  Lake  Union  by  the  existing  rail- 
way's will  not  mean  an  abandonment  of  their  present  passenger  stations,  for 
these  will  be  required  to  accommodate  the  south  end.  Furthermore,  the  rail- 
ways which  now  have  their  freight  depots,  passenger  coach  and  storage  yard 
facilities  on  the  south  tide  flats,  will,  of  necessity,  maintain  them  there.  It  is 
not  intended  that  they  be  removed  to  the  proposed  yards  on  the  west  side  of 
Lake  Union  and  the  north  side  of  Queen  Anne  Hill,  because  the  available 
room  there  will  be  needed  by  the  railways  coming  from  the  north. 

The  plans  prepared  show  that  in  order  to  provide  the  area  for  Central 
Station  it  has  been  necessary  to  encroach  somewhat  upon  Lake  Union.  This 
has  been  done  in  order  to  provide  room  for  future  growth  of  station  facili- 
ties. The  encroachment  has  been  reduced  as  much  as  practicable  upon  the 
plans,  but  the  fact  is  that,  when  Central  Station  shall  have  been  erected  on 
the  site  proposed,  it  will  be  necessary  to  encroach  still  more  upon  the  lake. 
Even  though  no  Central  Station  should  be  established  as  proposed,  encroach- 
ment upon  the  lake  would  be  necessary.  The  only  highway  which  is  avail- 
able for  traffic  between  the  north  and  south  ends  of  the  city,  except  Eastlake 
Avenue  and  Fifteenth  Avenue  West,  is  "Westlake  Avenue,  the  most  central 
and  desirable  of  the  three.  This  avenue  will  jirove  totally  inadequate  to  the 
needs  of  the  future.  When  the  population  of  the  north  side  has  become  half 
a  million,  as  it  will  before  many  years  elapse,  it  will  be  impossible  to  accom- 
modate all  the  travel  on  Westlake  Avenue  and  it  will  be  necessary  to  regrade 


130  PLAN     OF     SEATTLE 

the  east  face  of  Queen  Anne  Hill,  i)ull  down  the  slo])e  and  establish  at  least 
two  more  streets  on  easy  grades,  eouueiting  with  the  bridges  at  Stone  Avenue 
and  Fremont  Avenue.  This  is  inevitable  and  will  follow  the  growth  of  the 
city  "as  the  night  the  day." 

It  is  not  exjiected  that  the  Central  Station  project  will  be  carried  out  in 
the  immediate  future,  but  that  it  will  be  developed  as  the  city  outgrows  the 
present  facilities  and  new  railways  have  to  be  provided  for.  It  will  be  essen- 
tial to  new  roads  from  the  north.  Central  Station  should  be  made  available 
to  all  railways  and  to  that  end  the  city  should,  in  the  granting  of  franchises 
for  the  terminal  tracks  and  approaches  thereto,  insist  iiiioii  either  common 
user,  or,  preferably,  joint  o\\Tiershij)  provision. 

In  connection  with  the  location  of  Central  Station  it  is  important  that 
sufficient  room  for  coach  storage  and  cleaning  yards  and  facilities  be  provided, 
preferably  outi^ide  the  station  grounds,  but  conveniently  near.  Such  facilities 
may  ])e  develoi>ed  on  the  area  between  the  proposed  new  main  line  along  tlie 
north  side  of  Queen  Anne  Hill,  and  Lake  Washington  Canal  from  Fremont 
Avenue  to  Fourteenth  Avenue  West  (see  ^lap  No.  11).  The  same  location 
would  also  be  convenient  and  necessary  for  a  general  yard,  as  a  center  of 
switching  operations,  and  for  the  breaking  up,  or  making  up,  of  freight  trains. 

Single  Teumix.vl  M.\n.\gement:  The  jdans  suggesting  methods  of 
developing  industrial  and  waterfront  jiroperty  all  provide  for  switching  tracks 
wherever  necessary,  whether  along  marginal  wajs  or  other  streets.  It  is 
im])ortant  that  all  these  tracks  and  facilities  be  co-ordinated  and  oy;erated  un- 
der one  management,  serving  the  entire  city  and  vicinity,  for  the  following 
reasons : 

(1)  It  would  eliminate  the  duplication  of  trackage  and  terminal  facilities. 

(2)  It  would  be  an  economic  advantage  to  the  community  as  a  whole 
in  the  reduction  of  the  amount  of  land  used  for  yard  ])urposes,  and  the  land 
thus  released  would,  in  most  cases,  l)e  desirable  business  or  industrial  prop- 
erty. 

(3)  It  would  simplify  and  reduce  the  cost  of  operation. 

(4)  It  would  greatly  facilitate  prompt  delivery  of  cars. 

(5)  It  would  make  of  the  port  and  the  city  a  terminal  unit,  which  should 
work  to  the  advantage  of  Seattle's  industrial  and  business  concerns,  and  as- 
sist them  in  competition  with  other  cities. 

In  case  of  such  terminal  management,  private  or  miinicipal,  there  are 
two  yard  locations  which  are  desirable  as  parts  of  the  terminal  facilities; 
first,  the  location  referred  to  on  the  south  side  of  Lake  Washington  Canal  be- 
tween Fremont  Avenue  and  Fourteenth  Avenue  West,  the  second  between  Cen- 
tral Avenue,  produced,  south  through  the  Duwamish  Valley  and  the  easterly 
margin  of  the  existing  railway  rights-of-way  from  the  vicinity  of  Kenyon 
Street  to  the  neighborhood  of  Black  River  Junction.  In  the  latter  location 
there  may  be  made  available  for  trackage  and  yard  purposes  a  strip  of  land 
from  GOO  feet  to  1,200  feet  wide,  and  apT)roxiiiiately  five  miles  long.  IMore 
land  is  also  available  in  the  Interbay  District. 

Sub-freight  and  passenger  stations  should  be  established  about  the  city 
at  convenient  points  for  serving  the  various  local  districts. 

The  number  and  location  of  such  stations  will  depend  largely  on  local 
development  of  the  respective  districts  they  are  to  sei-ve,  consequently  the  mat- 


TRANSPORTATION  131 

ter   of   their   definite   establishment   may  be  left  for  determination,   from  time 
to  time,  as  the  need  arises. 

RAPID     TRANSIT     SYSTEJI 

The  unique  topograj)hy  of  the  site  of  Seattle,  by  reason  of  its  surround- 
ing water  areas,  has  made  the  city  one  of  magnificent  distances.  There  are 
nearly  sixty  square  miles  of  land  area  in  the  present  city  limits,  which  would 
occupy,  in  case  of  a  city  of  generally  rectangular  area,  about  seven  and  three- 
quarters  miles  square.  Under  such  conditions  a  ride  of  four  miles  would  reach 
from  the  outskirts  to  the  probable  business  center. 

In  order  to  include  the  present  sixty  square  miles  of  land  area,  along  and 
between  its  water  areas,  Seattle  stretches  thirteen  and  one-half  miles  from 
its  northerly  to  its  southerly  boundary,  and  while  only  two  miles  in  width 
from  bay  to  lake  along  Yesler  Way,  the  site  broadens  as  it  goes  northward  to 
over  eight  miles,  and  towards  the  south  to  almost  the  same  breadth. 

This  hour-glass  shape  places  the  largest  areas  of  present  and  future  resi- 
dence district  development  at  an  average  of  at  least  fifty  per  cent  further  from 
the  city's  center  than  would  be  the  case  in  a  site  of  equal  land  area,  imbroken 
by  water  areas,  and  generally  rectangular  in  shape.  From  the  outskirts  of 
the  present  city,  in  any  of  its  four  quarters,  it  is  six  or  seven  miles  to  the  cen- 
tral business  section. 

The  urban  transportation  problem  is  complicated  by  the  varied  topography 
resulting  from  both  exterior  and  interior  bodies  of  water.  Hills,  which  in 
other  vicinities  would  be  dignified  as  mountains,  rise  with  more  or  less 
abrupt  slopes  from  the  water's  edge  to  elevations  exceeding  four  hundred  feet. 
Ridges  obstruct  the  routes  to  large  valley  districts  beyond.  The  water  areas, 
with  their  irregular  outlines,  compel  detours  and  circuits  for  transportation 
routes  in  every  direction  outward  from  the  city  center.  These  varied  natural 
features  are,  however,  a  scenic  asset  and  commercial  opportunity  of  Seattle. 
They   present  an  unrivaled  combination  of  location  and  site. 

The  city's  growth  will  be  retarded  with  a  tendency  to  develop  congested, 
undesirable  and  unhealthful  districts  unless  rapid  transit  facilities  are  provided. 
Business  men,  and  workers  generally,  cannot  be  served  by  a  surface  street 
railway  system,  over  lines  stretching  out  six  or  seven  miles,  with  stops  at 
every  street  crossing,  consuming  from  thirty  minutes  to  an  hour  twice  each 
daj'.  And  the  more  the  population  increases  in  these  suburban  sections  over 
which  the  city  must  expand,  the  more  difficult  the  problem  becomes. 

This  statement  of  the  case  applies  to  the  present  city  area.  When  we 
consider  the  additional  ninety  square  miles  covered  by  this  report,  it  must  be 
evident  that  the  expansion  cannot  come  without  rapid  transit  facilities.  Se- 
attle is  neither  likely  to  cover  another  six  miles  northward  nor  a  like  growth 
southward  by  the  mere  extension  of  surface  lines  which  require  almost  an 
hour  to  carry  passengers  to  the  present  limits.  The  development  of  the  dis- 
trict beyond  Lake  Washington  cannot  be  expected  so  long  as  nearly  half  an 
hour  must  be  spent  in  reaching  the  lake  shore.  Rapid  transit  has  placed  Ta- 
coma,  although  thirty  miles  away,  within  an  hour  and  a  quarter  of  Seattle. 

Recognizing  that  rapid  transit  mu<t  soon  be  earnestly  considered,  it  has 
been  deemed  proper  to  include  in  this  report  some  suggestions  along  this  line. 
The   study    of    the   metropolitan    area,    present    and    future,    with    reference    to 


132  PLANOF     SEATTLE 

arterial  highways,  naturally  carried  with  it  the  thought  and  provision  for 
future  rapid  transit  routes.  In  order  to  preserve  and  systematize  the  results 
of  this  study,  Jlap  No.  3,  illustrating  what  seem  to  lie  desirable  rapid  transit 
routes,  has  been  prepared,  together  with  a  general  description  of  each  route. 
(See  Appendi.v  No.  3.) 

A  rapid  transit  system  must  develop  progressively  as  deuuinds  and  re- 
sources permit;  therefore,  when  the  time  comes  that  there  is  a  definite  move- 
ment to  establish  rapid  transit  facilities,  either  by  the  city  itself  or  by  any 
corporation  duly  authorized  for  that  purpose,  this  plan  will  be  useful  only  as 
a  basis  for  careful  study  of  routes. 

The  proposed  rapid  transit  route  from  the  Civic  Center  to  the  (Jueen 
Anne  section  of  the  city  was  suggested  by  Mr.  George  F.  Cotterill,  Civil  I'.n- 
gineer,  long  a  resident  of  that  neighborhood.  (See  Route  No.  4,  Appendi.x 
No.  3.) 

The  Rapid  Transit  System  as  outlined  would  consist  of  the  following 
mileage  inside  the  present  city  limits: 

Subways  33.00  miles 

Tunnels  5.50     " 

Elevated  27.40     " 

Surface  24.85     " 

Total  90.75  miles 

There  would  also  be  30.40  miles  of  surface  lines  outside  present  city  limits, 
the  probability  being  that  surface  lines,  wherever  found,  would  generally  be 
rebuilt  as  either  subway  or  elevated  in  the  course  of  time. 

Any  ])ortion  of  the  line  which  passes  through  a  ridge  so  deep  below  the 
surface  that  to  reach  a  station  established  thereon  would  require  elevator  serv- 
ice, is  considered  as  tunnel. 

YARROW     r,  A  Y     T  U  N  N  E  L 

The  future  development  of  the  region  east  of  Lake  Wa.shington  will  de- 
mand attention  to  the  question  of  transportation.  Ferry  service  will  not 
wholly  meet  the  needs  of  the  distant  future.  The  area  to  be  served  is  so  large 
and  the  benefits  so  great  that  the  expenditure  of  an  enormous  sum  of  money 
will  eventually  be  justified  in  order  to  place  the  entire  area  lying  between 
Lakes  Washington  and  Sammamish  within  the  zone  of  rapid  transit. 

A  route  for  such  a  line  is  indicated  on  Map  No.  1,  leaving  the  surface 
from  Highway  No.  05  east  of  the  lake  at  a  point  three-quarters  of  a  mile 
south  of  Northup  Landing,  thence  descending  for  a  distance  approximately 
two  miles  to  the  east  shore  of  Lake  Washington;  thence  under  the  lake  for  a 
distance  of  about  one  and  three-quarters  miles  to  its  west  shore;  thence  on  an 
ascending  grade  for  a  distance  of  approximately  three  miles  to  the  inter- 
section of  Dexter  Avenue  and  Mercer  Street,  at  an  elevation  of  approximate- 
ly zero.  If  desired,  this  line  could  curve  to  the  south  on  Dexter  Avenue, 
reaching  the  Civic  Center  loop  subway  on  a  grade  of  about  four  per  cent 
and  permitting  a  connection  with  the  Central  Rapid  Transit  System. 

The  gradients  required  in  passing  beneath  the  lake  depend  on  the  distance 
from  the  lake's  bottom  down  to  the  tunnel.     This  could  not  be  fixed  without 


TRANSPORTATION  133 

careful  investigation  in  all  possible  ways  of  the  character  of  the  material  to 
be  encountered,  and  is  the  most  important  engineering  problem  involved. 
While  this  and  other  problems  would  present  themselves  for  solution,  we  are 
quite  safe  in  assuming  tiiat  the  work  as  a  whole  would  not  be  more  serious 
than  are  other  works  now  contemplated  in  other  parts  of  the  world. 

INTERURBAN     SERVICE 

The  existing  interurban  electric  lines  should  eventually  occupy  part  of 
the  proposed  rapid  transit  system.  The  line  of  the  Seattle-Everett  Traction 
Company,  which  now  enters  the  city  over  Greenwood  Avenue,  should  enter 
the  present  city  limits  preferably  in  subway  at  the  intersection  of  Eighty-fifth 
Street  and  Fremont  Avenue;  tiience  via  Fremont  Avenue  and  Arterial  High- 
way No.  9  to  Central  Avenue,  where  it  will  connect  with  rapid  transit  system 
and  reach  tlie  station  at  the  Civic  Center  via  Central  Avenue. 

The  Tuget  Sound  Electric  Railway,  which  enters  the  city  from  the  south, 
should  eventually  connect  with  the  Rapid  Transit  System  a  little  north  of 
Black  River  Junction  and  continue  thereon  to  the  Civic  Center  with  grade  not 
exceeding  three  per  cent. 

Local  interurban  trains  Avill  return  from  the  Civic  Center  to  their  respec- 
tive destination — Everett  or  Tacoma — but  tiirough  trains  will  pass  tiirough 
the  Civic  Center  Station,  thus  establishing  a  through  line  between  Everett 
and  Tacoma. 

STREET     RAILWAYS 

The  location  of  the  important  street  railway  lines  is  essentially  an  arterial 
highway  ])r()biem,  because  the  advantages  in  grades  and  distances  that  make 
an  avenue  desirable  for  vehicle  traffic  are  usually  the  principal  factors  in  de- 
termining the  choice  of  street  car  routes. 

In  the  outer  districts  the  street  railway  extensions  will  naturally  be  made 
along  tlie  main  higlnvays,  so  that  the  solving  of  the  arterial  street  problem  de- 
termines tile  location  of  street  car  lines. 

In  tlie  central  portions  of  the  city  the  problem  is  complex,  requiring  spe- 
cial study  and  the  consideration  of  many  factors  that  must  of  necessity  be  taken 
into  account. 

A  serious  phase  of  the  street  railway  situation  arises  from  the  fact  that 
practically  all  the  traffic  north  and  south  through  the  business  district  is  forced 
into  the  few  available  avenues  between  the  waterfront  and  the  brow  of  the 
first  hill.  The  rushing  congestion  during  rush  hours  is  even  now  somewhat 
acute,  so  that  the  question  of  relief  is  not  a  future  problem  but  one  pressing 
for  solution  at  the  present  time.  The  immediate  improvement  of  the  situa- 
tion is  not  so  much  a  question  of  additional  trackage  as  it  is  a  re-routing 
problem  which  requires  extensive  study,  and  should  be  worked  out  in  a  spirit 
of  co-oiK'ration  between  the  city  and  the  operating  companies.  Some  addi- 
tional loops  in  the  north  and  south  ends  of  the  business  district  are  needed, 
the  actual  locations  of  which  should  be  based  on  traffic  studies. 

The  larger  problem  of  future  street  railway  development  will  be  made 
much  easier  in  its  solution  by  the  carrying  out  of  the  Civic  Center  plan  and 
the  opening  up  of  the  projiosed  new  highways.     There    is    a    large    area    sur- 


134  PLAN    OF     SEATTLE 

rounding  the  Civic  Center  in  whidi  practically  all  the  streets  will  ovcntually 
be  available  for  street  car  lines,  making  it  feasible  to  arrange  almost  any  com- 
bination of  loops  that  may  lie  needed.  It  would  be  dillicult  at  this  time  to  de- 
termine in  detail  just  what  may  be  required.  The  more  important  improve- 
ments are  outlined  in  conformity-  with  the  other  plans  suggested  for  the  city's 
development. 

The  street  encircling  the  Civic  Center,  except  that  portion  on  the  west- 
erly side  between  Lenora  Street  and  I?ell  Street,  and  the  encircled  area  should 
be  kept  clear  of  street  railway  lines  in  order  to  avoid  congestion  and  noise. 
The  terminal  loop  may  be  formed  as  follows:  Beginning  at  Central  Avenue 
and  Seventh  Avenue,  thence  southerly  on  Seventh  Avenue  to  Ninth  Avenue 
North,  produced  southerly  to  Virginia  Street;  thence  westerly  on  Virginia 
Street  to  Third  Avenue;  thence  northerly  on  Third  Avenue  and  the  encircling 
street  to  Battery  Street;  thence  easterly  on  Battery  Street  to  the  place  of  be- 
ginning. Adjacent  to  these  major  loops,  smaller  ones  can  be  readily  worked 
out  as  needed.  A  cross  town  connecting  line  on  Denny  Way  will  probably 
be  required. 

Through  traffic  should  be  diverted  to  the  eastward  of  the  Civic  Center 
by  routing  cars  on  Westlake  Avenue  and  Ninth  Avenue  North  produced  soutli 
to  Stewart  Street,  and  with  connections  westward  via  Wall  and  Battery  Streets. 

There  are  several  principal  routes  of  street  railway  travel  leading  into  the 
business  center,  i.  e.: 

(1)  The  luterbay,  Fort  Lawton  and  Ballard  Beach  lines  entering  via  the 
west  side  of  Queen  Anne  Hill. 

(2)  The  Queen  Anne  Hill  lines. 

(3)  The  Fremont-Ballard  and  Stone  Way  or  Central  Avenue  lines  en- 
tering along  the  east  side  of  Queen  Anne  Hill. 

(4)  The  Eastlake-Eavenna  and  Northeasterly  lines  entering  via  Eastlake 
Avenue. 

(5)  The  hill  lines  serving  the  territory  betw^een  Broadway  and  Lake 
Washington  and  entering  via  Pike,  Pine,  Madison  and  James  Streets  and 
Yesler  Way. 

(6)  Jackson  Street,  Rainier  Valley  and  Beacon  Hill  lines  entering  via 
Jackson  Street  and  Dearborn  Street. 

(7)  Duwamish  Valley  and  West  Seattle  lines  entering  via  the  south  tide 
lands. 

The  development  of  the  city  in  accordance  with  the  proposed  plans  will 
not  materially  change  these  main  routes  of  travel,  but  a  j)roper  utilization  of 
the  new  highways  will  make  i)Ossil)le  a  greatly  improved  street  railway  system. 

For  convenience  the  suggested  extensions  will  be  taken  up  by  group  num- 
bers. 

First:  The  arterial  highway  commonly  known  as  Magnolia  Way,  to  be 
extended  from  Second  Avenue  and  Denny  Way  northwesterly  to  Elliott  Ave- 
nue and  fiercer  Street,  should  be  utilized  by  the  lines  entering  via  the  west  side 
of  Queen  Anne  Hill,  thereby  greatly  improving  the  service. 

Second:  The  Queen  Anne  Hill  service  is  a  difficult  one,  but  may  be  ma- 
terially improved  by  utilizing  the  proy)osed  artery  to  the  top  of  the  hill  at 
West  Howe  Street  and  Seventh  Avenue  West,  via  a  new  diagonal  street  from 
Fifth    Avenue   and    Denny    Way    to    First    Avenue   West    and    Olympic    Mall, 


TEANSPORTATION  135 

thence  along  Olympic  Mall  and  Eighth  Avenue  West  to  West  Howe  Street. 
The  existing  East  Queen  Anne  line  should  be  improved  by  utilizing  the  pro- 
posed diagonal  cut-off  between  Prospect  and  Aloha  Streets. 

Third:  The  densest  street  railway  traffic  in  the  city  will  probably  be  that 
passing  along  the  westerly  side  of  Lake  Union.  The  replatting  suggested  in 
connection  with  Central  Station  will  help  the  situation  greatly.  Under  this 
scheme  there  will  be  four  streets  available  for  car  lines.  They  should  all  be 
utilized  as  suggested  on  Map  No.  4,  in  order  to  reduce  congestion  to  the 
minimum. 

The  plaza  at  Broad  and  Mercer  Streets  in  front  of  the  Central  Station 
will  become  an  important  terminal  and  transfer  point.  At  that  place  a  com- 
fort station  and  waiting  shelters  will  be  required.  In  front  of  the  lake  boat 
and  ferry  terminal.s  at  the  southwe.sterly  end  of  Lake  Union  will  he  another 
important  transfer  point  where  a  comfort  station  and  waiting  shelters  should 
also  be  provided. 

Fourth:  The  widening  and  extending  of  Howard  Avenue  North,  making 
it  one  of  the  principal  arteries  along  the  east  side  of  Lake  Union,  will  be  of 
great  benefit  to  car  service  from  the  northeasterly  part  of  the  city.  Both  East- 
lake  Avenue  and  the  new  highway  will  be  needed  to  handle  the  traffic.  The 
cars  routed  over  Howard  Avenue  North  may  enter  the  central  district  through 
Fairview  Avenue  and  Virginia  Street. 

Fifth:  It  is  evident  that  additional  routes  must  be  provided  to  serve  the 
territory  now  served  by  the  hill  lines,  in  order  to  avoid  congestion.  Olive 
Street  should  be  utilized  by  the  Bellevue-Summit  line  and  possibly  by  some 
other  of  the  hill  line.s.  In  case  a  tunnel  is  con.structed  from  Union  Street  and 
Ninth  Avenue,  eastward  to  either  the  vicinity  of  Broadway  or  to  Spring 
Street  and  Tenth  Avenue  (see  Arterial  Highways),  provision  should  be  made 
in  it  for  a  street  railway  line.     Such  a  route  will  eventually  be  necessary. 

Sixth:  The  street  railway  lines  from  the  southeasterly  portion  of  the  city 
are  at  this  time  causing  considerable  congestion  in  the  vicinity  of  Jackson 
Street  and  Fourth  and  Fifth  Avenues  South.  That  this  condition  will  rapidly 
grow  worse,  unless  relieved,  is  evident.  Fifth  Avenue  will  become  available 
and  should  be  utilized  to  carry  a  portion  of  the  street  car  traffic.  The  exten- 
sion of  Prefontaine  Place,  southeasterly  to  Dearborn  Street  and  Ninth  Ave- 
nue South,  can  be  utilized  to  advantage.  The  proposed  arterial  highway  located 
to  the  west  of  Rainier  Avenue,  which  is  to  be  extended  from  Twelfth 
Avenue  South  and  Jackson  Street  northwesterly  to  Fourth  Avenue  and  Madi- 
son Street,  will  be  an  important  factor  in  reducing  congestion  of  street  rail- 
way traffic  in  the  vicinity  of  the  existing  passenger  stations.  Part  of  the  cars 
from  Rainier  Valley  and  the  southeasterly  district  should  be  routed  over  this 
new  street  and  thence  via  Fourth  and  Fifth  Avenues  into  the  central  district. 

Seventh:  A  street  railway  line  should  be  constructed  on  Fourth  Avenue 
South  in  order  to  relieve  First  Avenue  of  the  burden  of  carrying  practically 
all  of  the  West  Seattle  and  Duwamish  Valley  street  car  traffic.  Sixth  and 
Eighth  Avenues  South  should  eventually  be  utilized  to  carry  a  portion  of  the 
Duwamish  Valley  street  railway  traffic,  as  it  becomes  necessary  to  relieve 
First  and  Fourth  Avenues  South. 

Eighth:  A  street  car  line  along  Highway  No.  6fi  to  North  Broadway, 
thence  along  East  Aloha   Street  to  Twenty-third   Avenue    North,    with   connec- 


13G  PLAN     OF     SEATTLE 

tions  to  Central  Station,  Taylor  and  Ward  Street  and  to  the  Civie  Center  (see 
Map  No.  4),  will  much  reduce  the  di^-tauces  between  the  Capitol  Hill  district 
ou  the  one  hand,  Central  Station,  (^ueeu  Anne  Hill  and  the  Civic  Center  on 
the  other;  at  the  same  time  it  will  greatly  relieve  the  Pike  and  Pine  Street 
lines. 

The  growth  of  Seattle's  waterfront  business  to  the  magnitude  e.\pccted, 
will  make  a  system  of  waterfront  street  railway  lines  a  necessity,  practically 
as  follows: 

(1)  A  line  on  the  easterly  Duwamish  Marginal  Way. 

(2)  A  line  on  the  westerly  Duwamish  Marginal  Way. 

(3)  A  loop  line  on  Harbor  Island. 

(4)  A  loop  line  on  the  tidelaud  area  west  of  the  W^est  W^aterway. 

(5)  The  Alki  Point  line. 

(0)  A  connection  between  the  above  lines  and  Whatcom  Avenue  via  West 
Spokane  Street. 

(7)  A  line  on  Whatcom  and  Railroad  Avenues  from  the  easterly  Du- 
wamish marginal  way  to  the  intersection  of  Kailroad  Avenue  and  Seventeenth 
Avenue  West. 

(8)  A  belt  line  following  the  waterfront  around  Queen  Anne  Hill  via 
Seventeenth  Avenue  West,  Tliorndyke  Avenue,  Nickersnn  Avenue  and  West- 
lake  Avenue,  and  thence  to  Kailroad  Avenue  via   liroad   and    Harrison   Strei^ts. 

(9)  A  belt  line  following  the  waterfront  around  ilagnolia  ISlutf  and  Fort 
Lawton  districts  from  Seventeenth  Avenue  West,  via  West  Wheeler  Street, 
Joliet  Avenue,  Logan  Avenue,  and  the  proposed  marginal  way  to  the  inter- 
section of  Oilman  Avenue  extended  and  Thirty-fourth  Avenue  West;  thence 
via  Oilman  Avenue  and  other  streets  to  a  connection  with  Seventeenth  Avenue 
West. 

The  suggested  changes  and  the  proposed  extensions  from  the  Civic  Cen- 
ter outward,  are  shown  on  Map  No.  4. 

FERRIES 

This  subject  has  been  touched  upon  in  a  disconnected  manner  along  with 
the  suggestions  made  for  the  treament  of  the  waterfront  in  the  various  dis- 
tricts. Eventually  a  considerable  proportion  of  Seattle's  poinilation  will  de- 
pend more  or  less  upon  transportation  by  ferries.  Consequently  the  ferry 
service  is  destined  to  become  one  of  importance. 

The  successful  development  and  operation  of  the  various  ferry  lines  will 
be  of  moment  to  the  entire  city,  and  to  obtain  the  best  results  the  ferries  should 
be  owned  and  operated  by  the  Port  of  Seattle. 

The  ferry  service  falls  naturally  into  two  main  divisions: 

(1)  Those  operating  on  Elliott  Bay  and  Puget  Sound. 

(2)  Those  operating  on  the  lakes. 

(1)  The  principal  ferry  terminals  on  Elliott  Pay  will  be  in  the  Central 
Waterfront  District,  including  Madison  and  Harrison  Streets.  Ferries  from 
West  Seattle,  Alki  Point,  Harbor  Island,  the  foot  of  Twenty-eiglith  Avenue 
Southwest,  and  the  Magnolia  liluff  District  in  the  vicinity  of  Wolf  Creek, 
and  eventually  from  points  across  Puget  Sound  will  be  operated  to  and  from 
these  terminals. 


TRANSPORTATION  137 

In  order  to  give  the  Harbor  Island  District  a  sliort  connection  witli  tlie 
wholesale  and  manufacturing  district,  a  ferry  should  be  operated  across  the 
East  Waterway  at  Railroad  Avenue  as  suggested  under  the  caption  "Harbor 
Island."  If  found  desirable,  similar  service  may  be  provided  across  the  West 
Waterway  at  Railroad  Avenue. 

(2)  The  ferry  service  across  Lake  Washington  will  l)e  of  even  greater 
importance  than  that  on  Elliott  Bay  on  account  of  the  great  length  of  the  lake 
(IS  miles)  and  the  large  jMjpulation  that  will  idtiinately  inhabit  the  extensive 
area  on  the  east  side  of  the  lake.  Ferries  from  the  vicinity  of  Bellevue,  Yar- 
row, Kirkland,  Juanlta  and  points  north  will  eventually  operate  through  the 
canal  into  Lake  Union,  utilizing  the  proposed  ferry  terminal  at  the  south  end 
of  the  lake.  The  most  important  ferry  terminal  for  the  south  half  of  Lake 
Washington  will  undoubtedly  be  at  Day  Street  because  a  maximum  grade  of 
three  per  cent  along  the  sliortest  route  may  be  obtained  from  that  point  into 
the  center  of  the  city.  Ferries  from  IJellevue,  Mercer  Island  and  other  points 
on  the  east  shore  of  Lake  Washington  will  be  operated  to  the  Day  Street 
terminal.  Madison  Street  and  Yesler  Way  will  continue  to  be  important  ferry 
terminals. 

A  ferry  will  probably  be  required  froTn  the  southerly'  portion  of  fiercer 
Island  to  some  point  in  the  vicinity  of  Seward  Park.  Ferry  service  will  al.so 
be  required  from  May  Creek  and  other  points  on  the  southeast  side  of  Lake 
Washington  to  Rainier  Beach. 

Eventually  ferry  routes  will  be  established  between  points  all  around 
Lake  Washington. 


Closing   Word 


RECOGNITION    of    Seattle's   needs   has  given   rise   to  a   new   civir   move- 
ment  in   the  right   direction.      The   propriety   of   such   recognition    has 
heeii  made  clear  by  precedent  and  this  movement  shows  a  readiness  to 
take  advantaiiv  of  every  suggestion  and  iielp  in  tlie  upbuilding  of  a  com- 
munity having  possibilities  second  to  none. 

These  j)ossibilities  have  been  reca()itulated  in  the  foregoing  pages,  and 
plans  for  their  crystalization  into  actualities  have  been  detailed.  Every  state- 
ment, suggestion  and  general  scheme  or  plan  therein  submitted,  has  been  the 
outcome  of  a  careful  study  of  the  situation. 

E.xpenditures  of  large  sums  will  be  demanded  as  the  years  roll  on,  but  a 
community  which  has  already  accomplished  enough  to  excite  world-wide  ad- 
miration will  find  means  to  continue  a  good  work  with  but  one  possible  out- 
come; especially  in  view  of  the  certainty  that  work  performed  ha])hazard  and 
piecemeal,  or  which  does  not  follow  an  approved  general  plan,  will  co.st  more, 
produce  less  and  be  less  creditable. 

F  I  N  A  L  L  Y 

The  plan,  with  tlic  cxcc[)ti()u  of  the  Civic  Center,  the  ulreet  encircliny 
the  Civic  Center,  the  extension  of  Dexter  Avenue  southward  to  the  Civic  Cen- 
ter, the  extension  of  Ninth  Areinie  southward  from  Denny  M'ay  to  HU'fruri 
Street,  the  position  of  Central  Stations  on  the  axis  of  Central  Avenue,  and  the 
fixed  policy  of  keeping  all  waterways  lohich  face  upon  Elliott  Bay  free  from 
bridffes,  need  not  be  followed  on  precise  lines  in  every  instance,  but  the  i)lan 
should  be  deviated  from  only  when  detail  studies  ])reparatory  to  construction 
show  minor  changes  to  be  necessary,  and  any  deviation  should  not  be  of  such 
nature  or  extent  as  to  jeopardize  the  value  and  harmony  of  the  plan  as  a 
whole,  or  any  part  thereof. 

The  plan  is  set  forth  in  words  in  this  report,  and  illustrated,  and  explained 
in  the  appendices  and  by  maps,  sketches,  designs  and  illustrations  accompany- 
ing, which  are  made  part  hereof. 


APPENDIX     NO.     I 

Arterial  Highways 

CENTRAL     A  V  E  N  I'  E 

Beginning  at  the  south  line  of  Sec.  2o,  T.  i':!  N.,  K.  ')  E.,  about  1,200  feet  ea.st  of  the 
west  line  thereof,  and  extending  thence  north,  parallel  to  the  west  line,  to  the  north  line 
of  said  section  and  produced  north  into  Sec.  24,  T.  23  N.,  R.  4  E.,  about  2,050  feet;  thence 
northwesterly, cros.sing  the  west  line  of  saidSec.  24  about  l,loO  feet  south  of  the  northwe.st 
corner  of  said  section ;  thence  produced  northwesterly,  crossing  the  north  line  of  Sec.  23, 
T.  23  N.,  R.  4  E.,  about  (ifJO  feet  west  of  the  northeast  corner  thereof;  thence  produced 
northwesterly  about  470  feet  and  angling  northwesterly,  crossing  the  east  and  west  center 
line  of  Sec.  14,  T.  23  N.,  R.  4  E.,  about  180  feet  west  of  the  center  of  said  section  and 
extended  northwesterly  about  <i70  feet  to  an  angle  point;  thence  northwesterly  cro.ssing 
tlie  north  Hue  of  said  Sec.  14  about  000  feet  east  of  the  northwest  corner  of  said  Sec.  14; 
thence  extended  northwesterly,  crossing  the  west  line  of  Sec.  11,  T.  23  N.,  R.  4  E.,  about 
890  feet  north  of  the  southwest  corner  of  said  section  to  a  branch.  The  proposed  width 
of  the  above  portion  of  this  highway  is  180  feet. 

Proposed  width  120  feet.  Extending  from  the  last  named  point,  northwesterly,  cross- 
ing the  north  line  of  Sec.  10,  T.  23  N.,  R.  4  E.,  about  2,200  feet  east  of  the  northwest 
corner  of  said  section;  thence  extended  northwesterly  about  1,920  feet  to  an  angle  point; 
thence  northwesterly  crossing  the  west  line  of  Sec.  3,  T.  23  N.,  R.  4  E.,  about  450  feet 
south  of  the  northwest  corner  of  said  section  ;  thence  continuing  northwesterly  about  1,520 
feet  to  an  angle  point;  thence  northwesterly  to  an  angle  point  on  the  north  Hue  of  Sec.  23, 
T.  24  N..  R.  4  E.,  about  1,860  feet  west  of  the  northeast  corner  of  said  section ;  thence 
northwesterly  to  the  intersection  of  Fourth  Avenue  South  and  Colorado  Avenue,  all  as 
shown  on  Maps  Nos.  7  and  8  of  the  proposed  improvement  of  Duwamish  Waterway. 

Fourth  Avenue  South  :  Proposed  width,  120  feet.  Existing  width  variable  from 
Colorado  Street  to  Seattle  Boulevard.  Existing  width  100  feet  from  Seattle  Boulevard  to 
Seattle  Boulevard  at  about  Lane  Street;  existing  width  variable  to  Washington  Street. 
See  Map  No.  19. 

Prefontaine  Place  :  Existing  width  from  Washington  Street  to  Yesler  Way,  75  feet. 

TnuiD  Avenue:  Existing  width  84  feet  from  Yesler  Way  to  Pike  Street;  existing 
width  90  feet  from  Pike  Street  to  Stewart  Street. 

Third  Avenue  Produced:  Proposed  width  90  feet  from  Stewart  Street  to  the  mar- 
ginal street  of  the  proopsed  Civic  Center. 

Dexter  Avenue  and  Dexter  Avenue  Produced  :  Propo.sed  width  350  feet  from  the 
nuirginal  street  of  the  proposed  Civic  Center  to  John  Street ;  proposed  width  150  feet  from 
John  Street  to  Mercer  Street;  existing  width  00  feet.  Existing  width  80  feet,  proposed 
width  120  feet  from  Mercer  Street  to  the  connection  with  the  proposed  Stone  Way  Bridge 
over  Lake  Union;  proposed  bridge  75  feet  wide,  all  as  shown  on  Map  No.  12  of  the  pro- 
posed improvement  of  Lake  T^nion. 

Stone  Way  :  Existing  width,  variable;  proposed  width,  120  feet  from  Lake  Union  to 
North  Forty-sixth  Street. 

Stone  Avenue:  Existing  width,  80  feet;  proposed  width,  120  feet  from  North  Forty- 
sixth  Street  to  North  Fiftieth  Street. 

Stone  Avenue  Produced:  Propo.sed  width  through  Woodland  Park,  120  feet  from 
North  Fiftieth  Street  to  North  Sixtv-fifth  Street  and  West  Green  Lake  Boulevard. 


140  PLAN     OF     SEATTLE 

Aurora  Avenue  and  Aurora  Avenue  Produced:  Existinj;  width,  GC  feet;  proposed 
width.  120  feet  from  North  Sixty-fifth  Street  to  North  Seventy-third  Street. 

NoRTHHASTEiti.v  DiAOONAL:  I'roposed  width,  ll-'O  feet,  counectiug  the  intersection  of 
North  Seventy  third  Street  and  Aurora  Avenue  with  a  point  33  feet  south  of  the  intersec- 
tion of  North  i:ighty-second  Street  and  Ashworth  Avenue. 

AsHwouTii  Avenue:  Existing  width,  70  feet;  proposed  width,  120  feet,  from  North 
Eighty-second  Street  to  North  Eighty  fifth  Street.  Beginning  at  tlie  intersection  of  North 
Eighty-fifth  Street  and  Ashworth  Avenue;  thence  north  along  Ashworth  Avenue  produced, 
about'3.20lt  feet  to  tlie  point  of  a  curve  to  the  left,  radius  2,8155  feet,  through  10°  15'; 
thence  northwesterly  along  a  tangent  1,1"5  feet  to  the  i)oint  of  a  curve  to  the  right,  radius 
2,8(i5  feet  through  4i;  1.")',  crossing  the  north  line  of  Sec.  31,  T.  2(J  N.,  R.  4  E.,  about  l.C")!) 
feet  west  of  the  northeast  corner  thereof;  thence  northeasterly  along  a  tangent  1,493  feet 
to  the  point  of  a  curve  to  the  left,  radius  5,730  feet  through  8°  47',  cro.ssing  the  east  line  of 
Sec.  30,  T.  2(1  N.,  II.  4  E.,  about  1,840  feet  south  of  the  northeast  corner  thereof;  thence 
northeasterly  along  a  tangent  crossing  the  north  line  of  Sec.  20,  T.  21!  N.,  K.  4  E.,  about 
950  feet  east  of  the  northwest  corner  thereof,  and  continuing  northeasterly  1,730  feet  to  the 
point  of  a  curve  to  the  left,  radius  2,865  feet  through  22°  51' ;  thence  northeasterly  along 
a  tangent  to  said  curve  about  1,770  feet  to  the  jxiint  of  a  ctirve  to  the  right,  radius  2,805 
feet  through  9^  45' ;  thence  northeasterly  1,581  feet  along  a  tangent  to  said  curve,  crossing 
the  north  line  of  Sec.  20,  T.  2(!  N.,  R.  4  E.,  about  2,300  feet  east  of  the  northwest  corner 
of  said  section;  thence  along  a  curve  to  the  left,  radius  1,140  feet  through  0(j°  24';  thence 
along  a  tangent  to  said  curve  about  027  feet;  thence  along  a  curve  to  the  right,  radius  955 
feet  through  45°  28';  thence  northwesterly  along  a  tangent  1,778  feet;  thence  by  a  curve 
to  the  right,  radius  955  feet  through  31°  40',  crossing  the  north  line  of  Sec.  17,  T.  20 
N.,  R.  4  E.,  about  1,150  feet  east  of  the  northwest  corner  thereof;  thence  northeasterly 
along  a  tangent  to  said  curve,  crossing  the  north  line  of  Sec.  8,  T.  20  N.,R.  4  E.,  about  1,700 
feet  west  of  the  northeast  corner  of  said  .section  ;  thence  continuing  northeasterly,  crossing 
the  east  line  of  Sec.  5,  T.  20  N.,  R.  4  E.,  about  1,430  feet  south  of  the  northeast  corner 
thereof;  thence  continued  northeasterly  to  the  Snohomish  County  line,  crossing  the  north 
line  of  Sec.  4,  T.  20  N.,  R.  4  E.,  about  050  feet  east  of  the  northwest  corner  of  said  section. 
Practically  all  grades  on  this  avenue  can  be  had  within  3%  ;  a  portion  in  Stone  Way  will 
require  3.5%.  That  portion  of  this  highway  between  the  junction  of  Highways  Nos.  33  and 
34  is  to  be  a  boulevard  not  less  than  100  feet  in  width  (see  Boulevard).  That  part  of  the 
above  location  north  of  Eighty-firth  Street  is  shown  on  400-foot  scale,  field  contour  maps. 
(Not  printed.) 

HIGHWAY     NO.     1 

Seventeenth  Avenue  West:  Existing  width,  120  feet,  West  Garfield  Street  to  Law- 
ton  Way ;  existing  width,  100  feet,  Lawton  Way  to  West  Bertona  Street,  grade  3%  or  less, 
to  West  Wheeler  Street ;  existing  grade,  0.57o  to  West  Ray  Street ;  existing  grade,  0.5%  to 
West  Armour  Street;  grade  proposed,  2%  to  8.4  feet  fill  at  West  Barrett  Street;  3%  to 
Grand  Boulevard;  existing  l.S%>  to  West  Bertona  Street. 

Thoundyke  Avenue:  Existing  width,  100  feet.  West  Bertona  Street  Fifteenth  Ave- 
nue West;  existing  grade  1.57c,  West  Bertona  Street  to  Ruffner  Street;  existing  grade 
0.5%  to  Emerson  Street  and  Fifteenth  Avenue  West. 

Grand  Boulevard  :  Existing  width,  100  feet.  Seventeenth  Avenue  West  to  Twentieth 
Avenue  West.    Viaduct  0.0%  crossing  G.  N.,  N.  P.  and  O.-W.  Ry.  tracks. 

Twentieth  Avenue  West:  Existing  width,  100  feet.  West  Barrett  Street  to  West 
Bertona  Street;  existing  width,  80  feet.  West  Barrett  Street  to  West  Halladay  Street. 

Lawton  Way  :  Existing  width,  75  or  80  feet  from  Fifteenth  Avenue  West  to  Twen- 
tieth Avenue  West. 

Gilman  Avenue:  Existing  width,  100  feet.  West  I?ertona  Street  to  West  Thurman 
Street;  existing  grade  0.r>%,  West  Bertona  Street  to  RulTner  Street;  existing  grade  2% 
to  Thurnmn  Sti'eet. 


APPENDIX    NO.     I  141 

Oilman  Avenue:  Proposed  northwesterly  extension  90  feet  wide  to  South  Shil- 
shole  Place;  jjroposed  grade,  2.8%  Thurman  Street  to  Jameson  Street;  proposed  vertical 
curve  to  Ilarley  Avenue;  pr()i)Osed  grade.  3.5%  to  Thirty-fourth  Avenue  West;  proposed 
grade,  3.5%.  to  South  Shilshole  Place.  Elevated  (4!))  proposed.  Bridge  5G  feet  wide, 
level,  crossing  Salmon  Bay,  north  and  south,  center  line  about  335  feet  west  of  the 
center  line  of  Thirty-fourth  Avenue  Northwest.  (Overhead  crossing  at  existing  Great 
Northern  Railway  and  Market  Street.) 

Thirtv-sixth  Avenue  Nouthwest:  Proposed  grade,  1.2%,  thence  by  curve  to  left 
and  a  tangent  to  West  Fifty-sixth  Street  and  Thirty-sixth  Avenue  Northwest.  Proposed 
extension  (Ui  feet  to  branch  Roadway  of  Seaview  Avenue;  thence  north  parallel  and  about 
90  feet  west  of  Thirty-sixth  Avenue  Northwest,  proposed  (JG  feet  extension,  and  propo.sed 
grade  5%  to  ^^'est  Fifty-ninth  Street,  crossing  over  both  Great  Northern  and  Oregon- 
Washington  proposed  lines. 

West  Fifty-ninth  Street:  Existing  width,  G6  feet;  proposed  grade,  3%  to  Thirty- 
fourth  Avenue  Northwest. 

Diagonal:  Proposed  width.  GO  feet;  proposed  grade,  3.4%  to  grade  at  intersection 
of  Thirty-second  Avenue  Northwest  and  West  Sixtieth  Street. 

Thirty-second  Avenue  Northwest:  Proposed  width,  66  feet;  existing  width,  66 
feet  from  West  Sixtieth  Street  to  West  Sixty-fifth  Street;  variable  West  Sixty-fifth 
Street  to  West  Seventy-fifth  Street ;  30  feet  West  Seventy-fifth  Street  to  West  Eightieth 
Street ;  G6  feet  West  Eightieth  Street  to  West  Eighty-fifth  Street.  Existing  maximum 
grade,  4.8%. 

Lawton  Way  :  Proposed.  Elevated  roadway  from  Fifteenth  Avenue  West  to  West 
Halladay  Street. 

West  Halladay  Street:  Proposed  width,  6G  feet.  Twentieth  Avenue  West  to  Twen- 
ty-first Avenue  West. 

Joliet  Avenue:  Existing  width,  100  feet.  West  Halladay  Street  to  West  Howe 
Street. 

Twenty-third  Avenue  West:  Proposed  width,  90  feet.  West  Howe  Street  to  West 
Garfield  Street. 

Twenty-first  Avenue  West:  Existing  width,  66  feet.  West  Halladay  Street  Thorn- 
dyke  Avenue. 

Twentieth  Avenue  West:  Existing  width,  80  feet.  West  Halladay  Street  to  Thorn- 
dyke  Avenue. 

West  Wheeler  Street:  Propo.sed  elevated  roadway.  Fifteenth  Avenue  West  to 
Thorndyke  Avenue. 

grades • 

Lawton  Way  :  Elevated.  Proposed  2%  Fifteenth  Avenue  West  to  West  Wheeler 
Street;  proposed  0.4%  to  West  Halladay  Street. 

West  Halladay  Street:  Elevated  at  Twentieth  Avenue  West;  proposed  3.9%  to 
Twenty-first  Avenue  West. 

.loLiET  Avenue:  Proi)osed  3.1%  West  Halladay  Street  to  West  Wheeler  Street 
(passing  under  West  Wheeler  Street  Elevated)  ;  proposed  2.6%  grade  to  West  P.oston 
Street;  proposed  1.5%  to  West  Howe  Street. 

Twenty-third  Avenue  West:  Propo.sed  0.9%,  West  Howe  Street  to  West  Garfield 
Street. 

Twenty-first  Avenue  West:  Proposed  3%,  West  Halladay  Street  to  Thorndyke 
Avenue. 

Twentieth  Avenue  West:  Proposed  0.4%,  West  Halladay  Street  to  Thorndyke 
Avenue. 

West  Wheeler  Street:  (Elevated.)  Proposed  0.7%  from  grade  at  Fifteenth 
Avenue  West  to  the  west  line  of  Smith's  Cove  Waterway;  proposed  5%  to  grade  at 
Thorndvke  Avenue. 


142  PLAN     OF     SEATTLE 

HIGHWAY     NO.     2 

WIDTH 

Seventeenth  Avenle  Northwest:  Existing,  66  feet ;  propased,  80  feet,  from  Mar- 
ket Street  to  West  Sixty-second  Street. 

Diagonal:  Proposed,  100  feet,  connecting  intersections  of  Seventeenth  Avenue 
Northwest  and  AA'est  Sixty  second  Street  with  West  Seventieth  Street  and  Eli  Avenue 
Northwest,  crossing  West  Sixty  seventh  Street  about  140  feet  west  of  Fourteenth  Ave 
nue  Northwest. 

Co.MroiNu  Curves:  Proposed,  100  feet;  thence  by  a  curve  to  right,  radius  5G0  feet 
through  43° ;  thence  by  a  curve  to  left,  radius  1,320  feet  through  38°  30'  tangent  to  diag- 
onal below  at  the  intersection  of  Ninth  Avenue  Northwest  and  West  Seventy  third  Street. 

Diagonal:  Propo.sed  100  feet,  connecting  intersections  of  Ninth  Avenue  Northwest 
and  West  Seventy-third  Street  with  Eighth  Avenue  Northwest  and  West  Seventy-fifth 
Street. 

GRADES 

Seventeenth  Avenie  Northwest:  Existing  3%,  Market  Street  to  West  Sixty- 
second  Street. 

Diagonal:  At  West  Sixty-second  Street,  proposed  1.1%  to  14  foot  cut  at  West 
Sixty-third  Street;  proposed  1.1%  to  4.0  foot  cut  at  West  Sixty-fourth  Street;  pro- 
posed 1.1%  to  grade  at  West  Sixty-fifth  Street;  proposed  3%  to  2.0  foot  cut  at  West 
Sixty-seventh  Street. 

Curves:  Proposed  3%  to  1.0  foot  cut  at  Eli  Avenue  Northwest  on  south;  i)roposed 
3%  to  grade  at  Eli  Avenue  Northwest  on  north;  proposed  3%  to  2.0  foot  fill  at  Twelfth 
Avenue  Northwest;  propo.sed  3%  to  2.0  foot  cut  at  Eleventh  Avenue  Northwest;  to  8.0 
foot  cut  at  Tenth  Avenue  Northwest;  to  11.0  foot  cut  at  Ninth  Avenue  Northwest  and 
West  Seventy-third  Street. 

Diagonal:  Proposed  0.5%  to  7.5  foot  cut  at  Dibble  Avenue;  proposed  0.5%  to  grade 
at  Eighth  Avenue  Northwest  and  West  Seventy  fifth  Street. 

HIGHWAY     NO.     3 

Third  Avenue:  Existing  width,  90  feet,  from  the  marginal  way  around  the  pro- 
posed Civic  Center  to  Denny  Way. 

Denny  Way:  Existing  width.  60  feet;  proposed  width,  90  feet  from  Third  Avenue 
to  Second  Avenue. 

Magnolia  Way  :  Proposed,  width  120  feet,  from  Second  Avenue  and  Denny  Way 
to  Elliott  Avenue;  existing  width,  100  feet.  West  Mercer  Street  to  West  Caler  Street. 

Fifteenth  Avenue  West  :  Proposed  width,  SO  feet.  West  Galer  Street  to  Emerson 
Street,  and  75  feet,  Fifteenth  Avenue  West  produced,  from  Emerson  Street  to  Harbor 
Line  in  Salmon  Ray.     Bridge  proposed  75  feet  wide. 

Fifteenth  Avenue  Northwest:  Existing  width,  94  feet;  proposed  width,  100  feet 
from  the  Harbor  Line  to  West  Sixty-fifth  Street,  that  portion  between  West  Forty  eighth 
Street  and  West  Fiftieth  Street  to  be  135  feet  wide  to  provide  roadways  along  the  sides  of 
apj)roach  to  bridge. 

Grades:  Third  Avenue.  Denny  Way  and  ^fagnolia  Way,  projiosed  grade  not  to  ex 
ceed  3%.  Elliott  Avenue,  Fifteenth  Avenue  West  produced.  Fifteenth  Avenue  North- 
west. Leary  Avenue  and  West  Fiftieth  Street,  all  grades  3%  or  less.  Maximum  exist- 
ing grades  5%  between  West  Fifty-first  and  West  Sixty-fifth  Streets. 

HIGHWAY     NO.     4 

Proposed  width.  00  feet.  This  avenue  is  a  production  of  the  present  Lenry  .\venue. 
from  West  Forty-eighth  Street  to  a  point  about  355  feet  southeasterly  of  West  Seventy- 
seventh  Street. 


APPENDIX    NO.     I  143 

NouTHWESTKKLY  DIAGONAL:  Proposed  width,  ',H>  feet.  Beginning  at  the  end  of 
Leary  Avenue  produced,  with  a  curve  to  the  left,  radiu.s  L',.50()  feet  through  19"  30' ; 
thence  northwesterly  to  the  intersection  of  Twenty-eighth  Avenue  Northwest  and  West 
Eightieth  Street;  thence  along  *^'-"  right  of  way  to  the  Loyal  Heights  Railway  Co., 
widening  same  to  !)(>  feet,  all  off  the  southerly  side,  between  Twenty-eighth  and  Thirty- 
second  Avenues  Northwest. 

Grades:  3%  maximum  between  West  Forty  eighth  and  Market  Streets;  5%  maxi- 
mum, Market  Street  to  Thirty-second  Avenue  Northwest. 

HIGHWAY     NO.     5 

Sixth  Avenue  Northwest:  Existing  width,  (iO  feet;  proposed  width,  84  feet,  all 
off  east  side  between  Leary  Avenue  and  West  Forty  eighth  Street ;  proposed,  84  feet  by 
reverse  curve,  radius  l,8S.'i  feet  between  West  Forty-eighth  and  West  Fifty-second  Streets; 
existing  width,  60  feet ;  proposed  width,  84  feet,  12  feet  off  each  side  between  West  Fifty- 
second  and  West  Fifty-fourth  Streets ;  proposed,  84  feet,  by  reverse  curve,  radius  1,220 
feet  between  West  Fifty-fourth  and  West  Fifty-sixth  Streets;  existing  width,  G6  feet; 
proposed,  84  feet,  all  off  west  side  between  West  Fifty-sixth  and  West  Sixty-fifth 
Streets. 

Curve:     Proposed  width,  84   feet;  curve  to  left,  radius  1,040  feet. 

Diagonal:  Proposed  width.  Si  feet  extended  northwesterly  to  Eighth  Avenue 
Northwest  and  West  Seventieth  Street. 

Curve:  Proposed  width,  84  feet;  curve  to  right,  radius  1,020  feet  to  tangent  with 
Eighth  Avenue  Northwest. 

Eighth  Avenue  Northwest:  Existing  width,  74  feet;  proposed,  84  feet,  all  off 
east  side  from  point  of  tangent,  south  of  West  Seventy-third  Street,  to  point  of  curve 
GO  feet  south  of  West  Seventy-fourth  Street.  Curve  to  right,  radius  1,015  feet  to  West 
Seventy-sixth  Street. 

Diagonal:  Proposed,  100  feet  wide;  extension  connecting  intersection  of  West 
Seventy-fifth  Street  and  Eighth  Avenue  Northwest  with  West  Seventy-eighth  Street  and 
Sixth  Avenue  Northwest;  proposed  100  feet  width  by  curve  to  the  left,  radius  480  feet 
tangent  to  diagonal  and  to  Sixth  Avenue  Northwest. 

Sixth  Avenue  Northwest:  Existing  width,  GO  feet;  proposed  width,  100  feet  from 
West  Seventy-eighth  Street  to  W^est  Eighty-fifth  Street. 

grades 

Sixth  Avenue  Northwest:  Proposed  0.8Si%,  Leary  Avenue  to  grade  at  West 
Forty-third  Street ;  proposed,  0.85%  to  4.0  foot  cut  at  Bright  Street  to  3..T  foot  cut  at 
West  Forty-fourth  Street;  proposed.  0.85%  to  2.2  foot  cut  at  West  Forty-fifth  Street,  to 
grade  at  West  Forty-sixth  Street;  proposed  0.85%  to  3.0  foot  fill  at  West  Forty-sev- 
enth Street,  to  G.5  foot  fill  at  West  Forty-eighth  Street;  proposed  1.0%  to  7.0  foot  fill 
at  West  Forty-ninth  Street,  to  3.0  foot  fill  at  West  Fiftieth  Street;  proposed  2.3%  to 
3.0  foot  cut  at  West  Fifty-first  Street  to  O.G  foot  cut  at  West  Fifty-second  Street ;  pro- 
nosed  2.3%  to  2.0  foot  fiil  at  West  Fifty-third  Street,  to  1.0  foot  fill  at  West  Fifty- 
fourth  ;  proposed  2.3%.  to  4.5  foot  cut  at  West  Fifty-fifth  Street,  to  8.0  foot  cut  at  West 
Fifty-sixth  Street  (West  Woodland  school  between  West  Fifty-sixth  and  West  Fifty- 
eighth  Streets^  ;  proposed  2.3%  to  3.2  foot  cut  at  West  Fifty-eighth  Street,  to  0.5  foot 
fill  at  West  Sixtieth  Street;  proposed  2.3%  to  3.6  foot  fill  at  West  Sixty-second  Street; 
proposed  3%  to  grade  at  West  Sixty-sixth  Street. 

Northwesterly  Diagonal:  Grade  at  Sixth  Avenue  Northwest  and  West  Sixty- 
fifth  Street;  proposed  3%  to  1.0  foot  fill  at  Sixth  Avenue  Northwest;  proposed  3%  to 
grade  at  West  Sixty-seventh  Street;  proposed  grade  3.5%  to  1.5  foot  fill  at  Seventh  Ave- 
nue Northwest;  proposed  grade  3.5%  to  2.5  foot  fill  at  West  Seventieth  Street. 


144  PLAN     OF     SEATTLE 

Eighth  Aveme  Northwest:  Proposed  3^1%  to  g;r;uie  at  West  Seventy  third 
Street  on  west;  existing  3.4%  to  grade  at  West  Seventy  third  Street  on  east;  2.5%  to 
grade  at  West  Seventy-fourth  Street ;  existing  2.5%  to  grade  at  Seventy-fifth  Street. 

Di.viio.NAi, :  Existing  grades  at  West  Seventy-fifth  Street  to  West  Eighty-fifth  Street, 
all  less  than  3%. 

H  I  G  H  U'  A  Y     NO.     0 

Proposed  width,  100  feet,  beginning  at  the  intersection  of  the  north  and  south  center 
line  of  the  SE'/i  of  Sec.  20,  T.  23  N.,  IJ.  4  E.,  with  the  south  Hue  thereof,  and  extending, 
thence  north  along  said  center  line  3,r)S5  feet  to  the  point  of  a  curve  to  the  right,  radius 
2,863  feet  through  23  ;  thence  northeasterly  along  a  tangent  to  said  curve  1,840  feet 
(crossing  the  north  line  of  said  Sec.  20,  835  feet  west  of  the  northeast  corner  thereof)  ; 
thence  along  a  curve  to  the  left,  radius  2, 8(15  feet  through  29  ;  thence  northwesterly  along 
a  tangent  to  said  curve  2,010  feet,  crossing  the  south  line  of  Sec.  8,  T.  23  N.,  Iv.  4  E., 
about  425  feet  west  of  the  southeast  corner  thereof;  thence  along  a  curve  to  the  left, 
radius  1,140  feet  through  40^ ;  thence  along  a  tangent  to  said  curve  2,180  feet  to  the  point 
of  a  curve  to  the  right,  radius  1,140  feet  through  43'  20',  tangent  to  the  north  and  south 
center  line  of  Sec.  23  N.,  R.  4  E.,  about  010  feet  north  of  the  center  thereof;  thence  uorlli 
along  the  north  and  south  center  line  of  said  section  to  the  north  line  thereof;  thence 
north  along  the  north  and  south  center  line  of  Sec.  5,  T.  23  N.,  H.  4  E.,  1,230  feet  to  the 
point  of  a  curve  to  the  left,  radius  3,274  feet  through  37°  30'  to  a  point  of  reverse  curve; 
thence  along  a  curve  to  the  right,  radius  3,()20  feet  through  25"  ;  tlience  northwesterly 
along  a  tangent  to  said  curve  2,485  feet  (crossing  the  south  line  of  Sec.  32,  T.  24  N.,  K. 
4  E..  about  1,130  feet  east  of  the  .southwest  corner  thereof)  ;  thence  along  a  curve  to 
the  left,  radius  4,584  feet  through  21°  to  a  point  of  reverse  curve;  thence  along  a  curve 
to  the  right,  radius  2.105  feet:  thence  northwesterly  following  the  topograi)hy  to  obtain 
a  maximum  3%  grade  to  the  southwesterly  extension  of  Front  Street;  thence  along  Front 
Street  and  Front  Street  jjroduced  to  Central  Avenue,  as  shown  on  Map  7,  of  proposed  im 
provement  of  Duwamish  Waterway, 

(iRADEs:     The  proposed  grades  along  the  courses  of  this  highway  are  all  3%  or  less. 

First  Avenue  South:  Existing  width,  100  feet.  Highway  No.  40  to  Seattle  Houle- 
vard;  existing  width,  100  feet  Seattle  Boulevard  to  King  Street. 

Dexter  Avenue:     Existing  width,  00  feet  from  Ilalladay  Street  to  Fulton  Street. 

Fourth  Avenue  North  and  Fremont  Avenue:  Existing  width,  80  feet  from  Ful- 
ton Street  to  Hlewett  Street. 

Leary  Avenue  :     Existing  width,  90  feet  from  Blewett  Street  to  Market  Street. 

Dexter  Avenue:  All  rates  proposed  will  be  under  3%  from  Halladay  Street  to 
Fourth  Avenue  North  and  Fulton  Street. 

Fourth  Avenue  North  and  Fremont  Avenue:  Existing  at  Fulton  Street;  exist 
ing  under  3%  to  Nickerson  Street;  crossing  over  Northern  Pacific  Railway  Belt  Line; 
existing  under  3%  approach  to  proposed  lift  bridge  over  Lake  Washington  Canal : 
maximum  existing  3.0%   to  Blewett  Street. 

Leary  Avenue:     Existing  0.5%  to  Evanston  Avenue. 

Grades:  From  Evanston  Avenue  to  Market  Street  the  proposed  grades  are  estab 
lished  by  ordinance  and  are  all  under  3%. 

HIGH  W  AY     NO.     7 

Phinney  Avenue:  Existing  width,  55  feet:  proposed  width,  80  feet.  North  Forty 
sixth  to  North  Forty-ninth  Streets;  reverse  curve,  480  feet  radius,  between  North  Forty 
ninth  and  North  Forty-first  Streets;  minimum  width,  80  feet;  existing  width,  80  feet 
from  North  Fifty-first  to  North  Sixty  seventh  Streets;  existing  reverse  curve  on  North 
Sixty-seventh  Street  between  Phinney  and  Greenwood  Avenues. 

Greenwood  Avenue:  Existing  width,  80  feet  from  North  Sixty-seventh  to  North 
Eighty-fifth  Streets. 


APPENDIXNO.I  145 

GRADES 

Phixxey  Avenlk:  Maximum  existing  3.4%,  North  Forty-sixth  to  North  Sixty-sev- 
enth Streets. 

North  Sixty-seventh  Street:  Existing  grade,  1.9%  between  Phinney  and  Green- 
wood Avenues. 

Greenwood  Avenue:  Maximum  existing  grade,  4.5%,  North  Sixty-seventh  Street 
to  North  Eighty-fifth  Street. 

HIGHWAY     NO.     8 

Fourth   Avenue  :     Existing   width,   84  feet  from  Madison  Street  to  Pike  Street. 

Westlake  Avenue  and  Westlake  Avenue  North  :  Existing  width,  90  feet  from 
Pike  Street  to  Valley  Street.  For  details  of  the  proposed  location  and  widths  between 
V^alley  Street  and  Fremont  Avenue,  see  Map  No.  8,  proposed  improvements  of  Lake  Union. 

GRADES 

Fourth  Avenue:     Maximum  existing  3.7%,  Madison  Street  to  Pike  Street. 
Westlake  Avenue  and  Westlake  Avenue  North  :     Maximum  existing  2.2%,  Pike 
Street  to  ^'alley  Street.     Proposed  rate  less  than  3%  to  Fremont  Avenue. 

HIGHWAY     NO.     9 

Diagonal:  Northwesterly  proposed,  84  feet  wide,  connecting  intersections  of  Au- 
rora Avenue  and  North  Seventy-first  Street  with  Dayton  Avenue  and  North  Eighty- 
third  Street.     Connection  at  Aurora  Avenue  with  curve  to  left  radius  1,670  feet. 

Diagonal:  Northwesterly  proposed,  84  feet,  connecting  intersections  of  North 
Eighty-third  Street  and  Dayton  Avenue  with  North  Eighty-fifth  Street  and  Greenwood 
Avenue.     Connection  between  diagonals  efi:ected  with  curve  to  left,  radius  1,160  feet. 

Grades:  Grade  at  North  Seventy-first  Street  and  Aurora  Avenue,  maximum  pro- 
posed 2.9%  to  grade  at  North  Seventy-fifth  Street;  proposed  1.8%  to  3.0  foot  fill  at 
North  Seventy-sixth  Street;  proposed  1.8%  to  1.0  foot  fill  at  North  Seventy-seventh 
Street  and  Fremont  Avenue:  proposed  1.8%  to  grade  at  North  Seventy -eighth  Street; 
maximum  proposed  1.0%  to  grade  to  North  Eighty-third  Street;  proposed  vertical 
curve  to  5.0  foot  cut  at  North  Eighty-fourth  Street;  proposed  3%  to  grade  at  North 
Eighty-fifth  Street  and  Greenwood  Avenue. 

HIGHWAY     NO.     10 

Stone  Way  :  Existing  width,  90  feet.  North  Forty-sixth  to  North  Fiftieth  Streets 
(North  Forty-eighth  Street  crosses  overhead). 

Inteelake  Avenue:  Existing  width,  84  feet.  North  Fiftieth  to  North  Fifty-third 
Streets. 

Diagonal:  Northeasterly  proposed  width,  84  feet,  connecting  intersections  of 
North  Fifty-third  Street  and  Interlake  Avenue  with  Woodlawn  Avenue  at  angle  point 
north  of  North  Fifty-seventh  Street;  connection  at  angle  point  etfected  by  curve  to 
right,  radius  1,795  feet. 

Woodlawn  Avenue:  Existing  width,  (50  feet;  proposed  width.  84  feet,  Wallingford 
Avenue  to  Meridian  Avenue  with  reverse  curve  of  radius  970  feet  at  Meridian  Avenue; 
thence  along  Woodlawn  Avenue,  existing  00  feet.  y)ropo.sed  width  84  feet  to  North  Sixty- 
fourth  Street;  thence  curve  to  the  left,  radius  970  feet  to  connection  with  Woodlawn 
Avenue,  north  of  North  Sixty-fifth  Street,  existing  width  CO  feet;  proposed  width  84 
feet  all  off  west  side  to  North  Sixty-seventh ;  thence  produced  northeasterly ;  proposed 
width  84  feet  and  connected  with  a  reverse  curve,  radius  970  feet  to  Corliss  Avenue 
produced. 


146  PLAN     OF     SEATTLE 

Corliss  Avk.m'e  ruoDccKi)  and  Viaduct  Over  the  ICast  Aum  of  Gkeen  Lake:  Ex- 
istiiiji;  widtli,  <!()  feet;  proposed  width,  84  feet,  produced  south  across  Green  Lake;  tlience 
north  along  Corliss  Avenue  to  about  1!)()  feet  north  of  East  tJreen  Lake  Boulevard;  thence 
by  a  curve  to  left,  radius  fJ40  feet  to  taiifient  with  nortiieasterly  proposed  84  feet  diag- 
onal. 

Diagonal:  Proposed  width,  84  feet.  Diagonal  connecting  the  intersections  of 
First  Averne  Northeast  and  ICast  Weventyfifth  Street  with  a  point  on  the  center  line  of 
Ashworth  Avenue  121)  feet  south  of  inter.section  of  North  Eighty-second  Street. 

WooDLAWN  Ave.\i:e:  Existing  width,  (>(»  feet;  projiosed  width,  84  feet,  all  otT  west 
side,  between  North  Seventy-flfth  and  North  Sixty-seventh  Streets. 

(i  R  A  D  e  s 

Stone  Way  :  Out  0  feet  at  North  Forty-sixth  Street  to  grade  at  North  Forty-seventh 
Street ;  proposed  0.8%  to  cut  1.0  foot  at  North  Forty-eighth  Street ;  proposed  1.08%  to 
grade  at  North  Forty-ninth  Street;  Interlake  Avenue  existing  2.0%  to  North  Fifty-third 
Street. 

Diagonal:  Proposed  0.8%  to  grade  at  North  Fifty-fifth  Street  and  North  Terrace 
Street;  j)roposed  3.0%  to  cut  of  0.5  feet  at  North  Fifty-sevenlli  Street;  j)roposed  ()..5% 
to  cut  of  o.n  feet  at  angle  point  in  Woodlawn  Avenue  north  of  North  Fifty-seventh  Street. 

Woodlawn  Avenue:  Propo.sed  3.0%  to  grade  at  Kenwood  Place;  proposed  0.75%  to 
cut  9.1  feet,  350  feet  north  of  Kenwood  Place.  Proposed  0.75%  to  grade  at  Kirkwood 
Place;  existing  0.5%  to  Meridian  Avenue;  i)roposed  3%  to  2.2  foot  cut  at  North  Sixty- 
fourth  Street;  proposed  3.0%  to  4  foot  cut  at  North  Sixty-fifth  Street;  proposed  1.3% 
to  1  foot  cut  at  North  Sixty  seventh  Street;  proposed  1.35%  to  grade  at  Chapiu  Place; 
proposed  3.0%  to  2.5  foot  cut  at  Sunnyside  Avenue;  proposed  3.0%  to  1.8  foot  cut  at 
First  Avenue  Northeast ;  proposed  3.0%  to  grade  at  Second  Avenue  Northeast ;  existing 
1%  to  Fourth  Avenue  Northeast;  existing  0.(3%  to  Fifth  Avenue  Northeast;  existing 
1.6%  to  Meadow  Place;  existing  2%  to  East  Seventy -second  Street;  existing  2.4%  to 
East  Seventy-third  Street;  existing  1.5%  to  Fourth  Avenue  Northeast;  existing  1.0% 
to  Latona  Avenue;  existing  1.0%  to  Second  Avenue  Northeast;  existing  1.2%  to  East 
Seventy-fifth  Street. 

grade 

Diagonal,  Woodlawn  Produced  Northwesterly:  Grade  at  Woodlawn  Avenue  and 
East  Seventy-fifth  Street,  0.8%  to  9  foot  fill  at  Sunnyside  Avenue;  proposed  grade  0.8% 
to  15  foot  fill  at  (^orliss  Avenue;  proposed  0.5%  to  2.0  foot  cut  at  Bagley  Avenue;  pro- 
posed 0.5%  to  8.0  foot  cut  at  North  Seventy  seventh  Street ;  proposed  0.5%  to  24  foot  cut 
at  Meridian  Avenue;  proposed  0.5%  to  grade  at  North  Seventy-eighth  Street;  proposed 
0.4%  to  grade  at  Stroud  Avenue. 

Grade:  Proposed  0.4%  to  12  foot  fill  at  North  Eightieth  Street;  proposed  0.8%  to 
13  foot  fill  at  Ashworth  Avenue. 

Viaduct:  Beginning  with  jjroposed  1  foot  cut  at  North  Sixty-seventh  Street  and 
Woodlawn  Avenue;  thence  proposed  l.G%  to  21.0  foot  overhead  crossing  and  East 
Green  Lake  Boulevard  on  south;  thence  0.0%  to  20  foot  overhead  cro.ssing  at  East 
Green  Lake  Boulevard  on  north ;  thence  3%  to  15.0  foot  fill  at  intersection  with  diagonal. 

HIGHWAY     NO.     11 

Ravenna  Boulevard:  Existing  width,  150  feet  from  Eleventh  Avenue  Northeast 
to  Woodlawn  Avenue. 

grade 

Ravenna  Boulevard:  Maximum  existing  1.0%  from  Eleventh  Avenue  Northeast 
to  Woodlawn  Avenue. 


APPENDIXNO.I  147 

HIGHWAY     NO.     12 

Mercer  Street:  Existing  width,  variable;  jjroposed  width,  SO  feet  from  Dexter 
Avenue  to  Fairview  Avenue  for  a  viaduct  passing  over  the  proposed  railroad  tracks. 

Eastlake  Avenue  and  Eastlake  Avenue  Produced:  Proposed  width,  120  feet 
from  the  intersection  of  Mercer  Street  and  Fairview  Avenue  to  Nelson  Place;  thence 
along  a  curve  to  the  left,  connecting  with  a  street  which  is — 

Howard  Avenue  North  and  Howard  Avenue  North  Produced:  Widening  the 
present  GO  foot  street  between  East  Newton  and  East  Lynn  Streets  to  100  feet,  all  oflf 
the  west  side,  and  producing  thence  north  and  south  to  about  E.  Galer  and  Roanoke 
Streets   respectively ;   thence  a   curved   street  connects  with — 

Eastlake  Avenue  and  Eastlake  Avenue  Produced:  Existing  width,  75  feet;  pro- 
posed width,  120  feet  from  Twelfth  Avenue  North  to  Hamlin  Street  and  produced  south- 
westerly to  Edgar  Street. 

Bridge:  Connecting  intersections  of  Eastlake  Avenue  and  Harvard  Avenue  North 
with  Sixth  Avenue  Northeast  and  East  Fortieth  Street.     Proposed  width,  75  feet. 

Diagonal  Northeasterly  :  Proposed  90  foot  street  connecting  a  point  on  Sixth 
Avenue  Northeast,  180  feet  south  of  East  Forty-second  Street,  with  the  intersection  of 
East  Forty-seventh  Street  and  Eleventh  Avenue  Northeast. 

Eleventh  Avenue  Northeast:  Existing  width,  00  feet;  proposed  width,  90  feet 
from  East  Forty-seventh  Street  to  University  Boulevard. 

Curves:  Proposed  width,  90  feet,  beginning  at  the  point  of  curve  about  60  feet 
south  of  the  south  line  of  University  Boulevard  and  extending  thence  along  a  curve  to  the 
right,  radius  700  feet  tangent  to  East  Sixty-second  Street  at  Brooklyn  Avenue ;  thence 
along  East  Sixty-second  Street  to  a  point  of  curve  400  feet  east  of  the  intersection  of 
Brooklyn  Avenue;  thence  along  a  curve  to  the  right,  radius,  1,200  feet,  through  21°  to 
a  point  of  compound  curve ;  thence  along  a  curve  to  the  right,  radius  574  feet,  through 
39°  17' ;  thence  along  a  tangent  to  said  curve  about  20.T  feet  to  the  point  of  a  curve 
to  the  left,  radius  574  feet,  through  95°  03' ;  thence  along  a  tangent  to  said  curve  con- 
necting with  Highway  No.  33  at  the  intersection  of  Twenty-fifth  Avenue  Northeast  and 
East  Seventieth  Street. 

BRANCH 

Diagonal  Northwest  Branch  :  Proposed  84  foot  extension  connecting  a  point  on 
the  center  line  of  Sixth  Avenue  Northeast,  300  feet  south  of  North  Forty-second  Street, 
with  the  intersection  of  Thackeray  Place  and  East  Forty-third  Street. 

East  Forty-third  Street:  Existing  width,  60  feet;  proposed  width,  84  feet  between 
Thackeray  Place  and  First  Avenue  Northeast. 

Diagonal  Northwest:  Proposed  84  foot  extension  connecting  intersection  of  North 
Forty-third  Street  and  First  Avenue  Northeast  with  North  Forty-fifth  Street  and  Sunny- 
side  Avenue. 

G  R  ad  E  S 

Bridge  crossing  Lake  Union  (double  deck). 

Grade  at  intersection  of  Harvard  Avenue  North  and  Eastlake  Avenue;  thence  3% 
grade  ascending  to  150  foot  lift  bridge;  elevation  73  feet;  thence  3%  grade  ascending  to 
the  intersection  of  the  Northeast  Proposed  Diagonal  to  S.O  foot  fill. 

Incline:  3%  grade  descending  connects  upper  bridge  with  existing  upper  road- 
way on  East  Fortieth  Street. 

Bridge  (Lower  Deck)  :  Beginning  at  the  circular  street  (connecting  Harvard  Ave- 
nue North  and  Twelfth  Avenue  North),  under  the  upper  bridge;  thence  descending 
0.5%  grade  to  a  150  foot  lift  bridge,  elevation  48;  thence  1.8%  grade  descending  to 
overhead  crossing  at  Northlake  Avenue  and  to  grade  at  Pacific  Place. 

Northeast  Diagonal:     Proposed  fill  9  feet  at  Sixth  Avenue  Northeast; 

Proposed  3.0%  grade  to  7.5  foot  fill  at  East  Forty-second  Street; 


148  PLAN    OF     SEATTLE 

Proposed  3.0%  grade  to  13.0  foot  fill  at  Sevi'iiih  Avenue  Northeast; 

Proposed  3.0%  grade  to  grade  at  Ka.st  Forty-third  Street  and  Eighth  Avenue 
Northeast ; 

Proposed  3.0%  grade  to  12  foot  cut  at  Ninth  Avenue  Northeast; 

Proposed  3.0%  grade  to  7.5  foot  cut  at  crossing  under  East  Forty-fifth  Street; 

Proposed  3.0%  grade  to  grade  at  Tenth   Avenue  Northeast ; 

Proposed  3.0%  grade  to  grade  at  intersection  of  East  Forty-seventh  Street  and 
Eleventh  Avenue  Northeast. 

Eleventh  Ave.vue  Northe.\st:  Maximum  existing  3%  grade  to  T^niversity  Boule- 
vard. 

Curves:  Grade  at  University  Boulevard,  proposed  1%  grade  to  grade  at  Sylvester 
Place ; 

Proposed  1.2%  grade  to  cut  1.0  foot  at  Twelfth  Avenue  Northeast; 

Proposed  1.2%  grade  to  grade  at  Brooklyn  Avenue  and  East  Sixty-second  Street. 

East  Sixty-second  Street:  Existing  3%  grade  to  Fifteenth  Avenue  Northeast; 
the  proposed  grades  along  the  extension  of  this  highway  do  not  exceed  3%. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Map  No.  12,  are  to  be  of  the  widths  there  shown. 

HIGHWAY     NO.     13 

Twentv-third  Avenue  South  and  Twenty-third  Avenue  South  Produced:  Ex- 
isting width,  *)6  feet ;  proposed  width,  84  feet  from  Rainier  Avenue  to  Norman  Street. 

Diagonal:  Proposed  width,  84  feet,  connecting  the  intersections  of  Twenty-third 
Avenue  South  and  Norman  Street  with  Twenty-sixth  Avenue  South  and  Dearborn 
Street,  connection  effected  with  curve  to  right  and  left,  each  radius  480  feet. 

Twenty-sixth  Avenue  South:  Existing  width,  (iO  feet;  propo.sed  width,  84  feet 
from  Dearborn  Street  to  110  feet  north  of  Jackson  Street,  rever.se  curve,  480  feet 
radius  to  tangency  with  Twenty-seventh  Avenue  South. 

Twenty-seventh  Avenue:  Existing  width.  fiO  feet;  proposed  width,  84  feet  from 
120  feet  south  of  Yesler  Way  to  East  Cherry  Street,  reverse  curve  at  East  Cherry 
Street  right  and  left  radii,  52.5  feet.  Existing  width,  66  feet;  proposed  width,  84  feet, 
East  Cherry  Street  to  East  Howell  Street,  reverse  curve,  right  and  left  radii  480  feet 
at  East  Howell  Street. 

Twenty -SEVENTH  Avenue  and  Twenty-seventh  Avenue  North  :  Existing  width, 
66  feet;  proposed  width,  84  feet.  East  Howell  Street  to  East  Thomas  Street,  reverse 
curve  to  right,  radius  020  feet  and  to  left  580  feet,  tangent  at  Twenty  eighth  Avenue 
North,  produced  south  at  East  Madison  Street. 

Twenty-eigoth  Avenue  North:  Existing  width,  OC  feet;  proposed  width,  84  feet, 
all  off  east  side  between  East  Madison  Street  and  East  Roy  Street.  Existing  width,  66 
feet;  proposed  width,  84  feet,  all  off  west  side  between  East  Roy  Street  and  East  Ward 
Street,  curve  to  left,  radius  405  feet. 

Union  Boulevard:  Existing  width,  00  feet;  proposed  width,  84  feet,  all  off  east 
side,  reverse  curve  to  left,  radius  480  feet  to  right,  radius  305  feet,  tangent  to  an  84  foot 
street  whose  center  line  is  parallel  to,  and  45  feet  west  of  the  west  line  of  Twenty-seventh 
Avenue  North. 

Twenty-seventh  Avenue  North:  Proposed  84  foot  street  to  Interlaken  Parkway; 
thence  84  foot  street  by  a  reverse  curve  to  left,  radius  550  feet,  and  right,  radius  565 
feet. 

Twenty-sixth  Avenue  North  (Produced  South)  :  Proposed  84  foot  street  lying 
east  of  and  along  the  west  margin  of  Washington  Park,  from  point  of  tangent  of 
reverse  curve  above,  to  East  Lynn  Street:  thence  to  left,  radius  560  feet  to  tangency 
with  a  diagonal  street  proposed  84  feet  wide,  which  is  East  Montlake  Place  widened  to 
90  feet,  all  off  northerly  side,  and  produced  southeasterly  to  East  McGraw  Street. 


APPENDIXNO.I  149 

MoNTLAKE  Boulevard:  Existing  150  feet  wide  from  original  canal  location  to 
present  location. 

Montlake  Boulevard  extending  north,  branching  east  and  west  paralleling  and  ad- 
joining the  right-of-way  of  the  Northern  Pacific  Railway  to  East  Forty-seventh  Street ; 
thence  along  a  compound  curve,  practically  paralleling  the  Northern  Pacific  right-of- 
way,  and  connecting  with  Twenty-fifth  Avenue  Northeast  by  a  curve  of  radius  500  feet 
following  the  course  of  the  street  deeded  by  the  State  Legislature,  through  the  grounds 
of  the  University  of  Washington. 

Twenty-third  Avenue  South:     Grade  at  Rainier  Avenue: 

Proposed  4.8%  grade  to  4.3  foot  fill  at  Plum  Street; 

Proposed  4.8%  grade  to  11.8  foot  fill  at  Holgate  Street; 

Proposed  4.8%  grade  to  18.9  foot  fill  at  Grand  Street; 

Proposed  4.8%  grade  to  grade  at  Atlantic  Street; 

Existing  4.0%  grade  to  Day  Street,  existing  4.0%  grade  to  Judkins  Street; 

Existing  4.8%  grade  to  Norman  Street. 

DIAGONAL 

Proposed      5%  grade  to  10  foot  cut  at  Twenty-fourth  Avenue  South; 

Proposed      5%  grade  to  grade  at  Charles  Street ; 

Proposed  0.3%  grade  to  grade  at  Dearborn  Street; 

Twenty-sixth  Avenue  South:     Existing  maximum  4%  grade  to  Jackson  Street. 

Reverse  Curve:  Proposed  3.1%  grade  to  4.0  foot  fill  at  Main  Street;  proposed 
3.1%  grade  to  1.9  foot  fill  at  Washington  Street;  proposed  3.1%  grade  to  grade  at  Yes- 
ler  Way. 

Twenty-seventh  Avenue:  Maximum  existing  2%  grade  to  East  Cherry  Street; 
proposed  5.0%  grade  to  2.0  foot  fill  at  East  Columbia  Street;  proposed  1.8%  grade  to 
grade  at  East  Marion  Street;  maximum  existing  3.9%  grade  to  East  Olive  Street;  pro- 
posed 4.3%  grade  to  20.3  foot  overhead  crossing  at  East  Howell  Street;  proposed  4.3% 
grade  to  15.3  foot  overhead  crossing  at  East  Denny  Way. 

Twenty-seventh  Avenue  North  :  Proposed  4.3%  grade  to  grade  at  East  John 
Street;  existing  1.0%  grade  to  East  Thomas  Street. 

Reverse  Curve:  Proposed  1.4%  to  2.0  foot  fill  at  Arthur  Place;  proposed  0.8% 
grade  to  grade  at  East  Madison  Street. 

Twenty-eighth  Avenue  North  :  Existing  East  Madison  Street,  ju-opo.sed  0.8% 
grade  to  East  Mercer  Street;  existing  maximum  3.0%  grade  to  East  Ward  Street. 

Union  Boulevard:  Existing  0.6%  grade  to  East  Helen  Street;  thence  1,675  feet 
of  ju'oposed  3.3%  (descending)  ;  thence  400  feet  of  proposed  0.25%  (descending)  crossing 
under  Twenty-seventh  Avenue  North.     Interlakeu  Parkway,  clearance  20  feet. 

Twenty-sixth  Avenue  North  :  Thence  descending  675  feet,  proposed  1.13%  grade; 
thence  descending  1,500  feet,  proposed  0.3%  to  cut  1.0  foot  at  East  Lynn  Street. 

East  Montlake  Place:  Thence  proposed  0.3%  grade  to  grade  at  Calhoun  Street; 
proposed  0.3%  grade  to  0.5  foot  cut  at  Twenty-fifth  Avenue  North;  proposed  0.3%  grade 
to  grade  at  Miller  Street;  maximum  proposed  0.3%  grade  to  grade  at  Roanoke  Street. 

Montlake  Boulevard:  Maximum  existing  1.3%  grade  to  south  margin  of  canal, 
right  of  way,  crossing  canal  by  bridges,  paralleling  the  grade  of  the  Northern  Pacific 
Railway  line,  crossing  underneath  tracks,  near  west  and  north  lines  of  University  of 
Washington  campus,  all  3%  or  less. 

boyer    avenue    branch 

Commercial  Highway  Over  Interlaken  Parkway:  Proposed  40  foot  roadway, 
lying  parallel  to  and  west  of  the  proposed  highway  on  Twenty-seventh  Avenue  North, 
beginning  at  East  Lee  Street;  thence  north  400  feet  to  the  point  of  curve  of  a  curve  to 
the  left  of  radius  170  feet  describing  an  arc  of  90° ;  thence  west  along  and  north  of  the 
south  line  of  Interlaken  Parkway,  270  feet  to  the  point  of  a  curve  to  the  right,  of 


150  PLAN     OF     SEATTLE 

radius  100  feet  describing  an  arc  of  58° ;  thence  northwesterly  along  the  westerly  line 
of  I'arkway  1!)0  feet  to  the  point  of  a  curve  to  the  right,  of  radius  280  feet  describing  an 
arc  of  ;{2° ;  thence  north  along  a  tangent  120  feet  to  the  i)oint  of  a  curve  to  the  left,  of 
radius  :?2(t  feet  through  an  angle  of  'm°  to  Twenty-fourth  Avenue  North,  tangent  to 
southerly   line  of  Bayer  Avenue   produced. 

BoYER  Avenue:  Existing  width,  75  feet  from  Twenty  fourth  Avenue  North  to 
Roanoke  Street. 

TwELh-ru  Avenue  North  :  Existing  width,  75  feet  from  Roanoke  Street  to  Eastlake 
Avenue. 

GRADES 

rommercial  Highway  over  Interlaken  Parkway,  beginning  at  the  proposed  highway 
on  Tweuty-seventh  Avenue  North  and  extending  thence  by  a  4%  grade  on  the  upjier 
roadway  to  the  point  of  the  first  curve  to  the  left,  and  continuing  around  the  curve  on 
a  4%  grade.  (Elevation  in  center  of  curve  about  one  (1)  foot  higher  than  Park  Boule- 
vard), crossing  over  Twenty -sixth  Avenue  North  to  the  point  of  the  third  curve;  thence 
by  a  3.7%  grade  to  a  grade  crossing  at  the  Park  Boulevard;  thence  by  a  2.0%  grade  to 
the  existing  grade  of  the  intersection  of  Twenty-fourth  Avenue  North  and  Boyer  Avenue. 

Boyer  Avenue:  Grade  at  Twenty-fourth  Avenue  North  maximum  existing  3.3% 
grade  to  Koanoke  Street. 

Twelfth  Avenue  North:  Maximum  existing  grade  3%,  Roanoke  Street  to  East- 
lake  Avenue. 

H  I  G  H  ^^'  A  Y     NO.     14 

East  Seventy-second  Street:  Existing  width,  00  feet;  proposed  width,  84  feet, 
Woodlawn  Avenue  to  Fifth  Avenue  Northeast ;  thence  by  a  curve  to  the  right,  radius  (!2(( 
feet  through  38° ;  thence  along  a  tangent  to  said  curve  335  feet  to  the  point  of  a  curve 
to  the  left,  radius  050  feet  through  78= ;  thence  uortlieasterly  along  a  tangent  to  said 
curve,  crossing  the  east  line  of  Sec.  5,  T.  25  N.,  R.  4.  E.,  about  050  feet  north  of  the  east 
quarter  corner  of  said  section ;  thence  continuing  to  an  angle  at  the  intersection  of  East 
Eightieth  Street  and  Sixteenth  Avenue  Northeast;  thence  northeasterly  to  the  intersec 
tiou  of  Twentieth  Avenue  Northeast  and  East  Eighty  fifth  Street  and  extended  about 
(540  feet  to  the  point  of  a  curve  to  the  left,  radius  500  feet  through  47°  15' ;  thence  north- 
westerly about  1,140  to  a  connection  with  the  main  highway. 

GRADES 

North  Forty-ku'^-h  Street:  Existing  width,  70  feet  or  over;  proposed  maximum, 
84  feet  between  Sunnyside  Avenue  and  Densmore  Avenue. 

The  proposed  grades  along  the  courses  described  for  this  Highway  are  all  5%  or  less. 

H  I  G  H  V\'  A  Y     NO.     15 

East  Forty-seventh  Street  :  Existing  width,  (iO  feet ;  proposed  width,  84  feet. 
Eleventh  Avenue  Northeast  to  Second  Avenue  Northeast. 

Diagonal:  Proposed  84  foot  southwesterly  extension  connecting  intersections  of 
East  Forty-seventh  Street  and  Second  Avenue  Northeast  with  North  Forty-fifth  Street 
and  Sunnyside  Avenue. 

Diagonal:  Northwesterly  proposed  width,  84  feet,  connecting  intersection  of  North 
Forty-fifth  Street  and  Densmore  Avenue  with  North  Forty-seventh  Street  and  Woodlawn 
Avenue;  thence,  proposed  width,  00  feet  for  viaduct  connecting  intersection  of  North 
Forty-seventh  Street  and  ^Voodlawn  Avenue  with  North  Forty-ninth  Street  and  Stone 
Avenue. 

North  Forty-nintii  Street:  Viaduct  between  Stone  Avenue  and  Midvale  Avenue 
proposed  30  feet  widening,  all  off  north  side,  between  Stone  Avenue  and  Midvale  Avenue, 


APPENDIX    NO.     I  151 

for  grade  roadway  alongside  viaduct.     Existing  width,  GO  feet;  proposed  width,  84  feet 
from  Midvale  Avenue  to  Woodland  Park  Avenue. 

Diagonal:  Proposed  width,  84  feet;  southwesterly  extension  connecting  North 
Forty-eighth  Street  and  Whitman  Avenue  with  North  Forty-sixth  Street  and  Aurora 
Avenue,  and  North  Forty-ninth  Street  and  Woodland  Park  Avenue  with  North  Forty- 
eighth  Street  and  Whitman  Avenue. 

North  Foktv-sixth  Street:  Existing  width,  80  feet;  proposed  width,  84  feet  be- 
tween Aurora  and  Greenwood  Avenues. 

Diagonal:  Proposed  84  foot  street  by  a  curve  to  right,  radius  69G  feet  (crossing 
intersection  of  Palatine  Avenue  and  North  Forty  sixth  Street  i,  through  40'  30';  thence 
by  590  feet  of  tangent;  proposed  84  foot  extension,  crossing  intersections  of  North  Forty- 
seventh  Street  and  First  Avenue  Northwest;  thence  by  curve  to  right,  through  27''  30*', 
radius  940  feet  to  intersection  of  West  Fiftieth  Street  and  Maple  Grove  Place;  thence  by 
tangent  to  intersection  of  West  Fifty-second  Street  and  Third  Avenue  Northwest ;  thence 
by  northwesterly  diagonal,  connecting  intersection  of  West  Fiftj-second  Street  (on  the 
south)  and  Third  Avenue  Northwest  to  West  Fifty-fifth  Street  and  Sixth  Avenue  North 
west.     Tangent  connected  by  a  reverse  curve,  radius  11.5  feet. 

West  Fifty-fifth  Street  and  Market  Street  :  Existing  width,  variable,  about  85 
feet  between  Sixth  Avenue  Northwest  and  Eighth  Avenue  Northwest.  Existing  width, 
variable,  about  85  feet  between  Eighth  Avenue  Northwest  and  Ninth  Avenue  Northwest. 

Market  Street:  Existing  width,  100  feet  between  Ninth  Avenue  Northwest  and 
Thirty-second  Avenue  Northwest ;  existing  width,  80  feet.  Thirty-second  Avenue  North- 
west and  Seaview  Avenue. 

Seaview  Avenue  :  Proposed  double  roadway  between  Market  and  West  Sixtieth 
Streets,  crossing  overhead  Great  Northern  right-of-way,  and  thence  proposed  100  feet 
between  West  Sixtieth  and  West  Eighty-fifth  Streets. 

grades 

East  Forty-seventh  Street:  Grade  at  Eleventh  Northeast;  maximum  existing  5% 
grade  to  Sixth  Avenue  Northeast;  proposed  5%  grade  to  2.8  foot  cut  at  Fifth  Avenue 
Northeast;  proposed  5%  grade  to  3.4  foot  cut  at  Fourth  Avenue  Northeast;  proposed 
4%  grade  to  7  foot  cut  at  Latona  Place ;  proposed  4%  grade  to  grade  at  Thackeray  Place ; 
existing  0.4%  grade  to  grade  at  Second  Avenue  Northeast. 

Diagonal:  Proposed  2%  grade  to  grade  at  East  Forty-sixth  Street;  proposed  3.9% 
grade  to  grade  at  Eastern  Avenue ;  proposed  4.3%  grade  to  grade  at  North  Forty-fifth 
Street. 

North  Forty-fifth  Street  :  Grade  at  Sunnyside  Avenue ;  maximum  exi.sting  2.6% 
grade  to  Meridian  Avenue. 

Diagonal:  Existing  grade  at  Deusmore  Avenue;  proposed  3.1%  to  1  foot  cut  at 
North  Forty-sixth  Street;  proposed  3.1%  to  grade  at  North  Fortj'-seventh  Street;  pro- 
posed 1.5%  grade  to  an  overhead  crossing  at  Interlaken  Avenue  and  North  Forty- 
eighth  Street,  and  at  Stone  Avenue  and  North  Forty-ninth  Street. 

North  Forty-ninth  Street:  Proposed  2.5%  approach  from  overhead  crossing  at 
Stone  Avenue  to  grade  at  Midvale  Avenue,  also  grade  connection,  proposed  3.9%  grade 
on  north  side  of  incline  between  Stone  Avenue  and  Midvale  Avenue;  existing  3.4% 
Woodland  Park  Avenue. 

Diagonal:  Grade  at  Woodland  Park  Avenue;  propo.sed  5%  grade,  to  grade  at 
North  Forty-eighth  Street  and  Whitman  Avenue;  proposed  5%  grade  to  1.0  foot  fill  at 
North  Forty-seventh  Street;  proposed  5%  grade  at  North  Forty-sixth  Street  and  Aurora 
Avenue. 

North  Forty-sixth  Street  :  Existing  grade  at  Aurora  Avenue ;  maximum  existing 
7.0%  grade  to  Greenwood  Avenue. 

Diagonal:  Proposed  7%  grade  to  3.0  foot  cut  at  Palatine  Avenue;  proposed  7% 
grade  to  4.5  foot  cut  at  First  Avenue  Northwest  and  North  Forty-seventh  Street;  pro- 


152  PLAN    OF     SEATTLE 

posed  7%  grade  across  ungraded  territory  to  *i.")  foot  cut  at  Third  Avenue  Northwest 
and  West  Fifty-second  Street;  proposed  7%  grade  to  1.7  foot  till  at  West  Fifty  third 
Street;  proposed  7%  grade  to  li5.5  foot  fill  at  West  Fifty-fourth  Street;  proposed  7% 
grade  to  grade  at  West  Fifty-fifth  Street  and  Sixth  Avenue  Northwest,  on  sotith. 

West  Fiftv-kii'tii  Stukkt  :  Grade  at  Sixth  Avenue  Northwest ;  maxiniuin  existing 
7%  grade  to  Eighth  Avenue  Northwest. 

Markict  Stui:i:t:  Maximum  existing  3%  grade  to  Twenty-fourth  Avenue  North- 
west; maximum  proposed  1.8/1  grade  to  Thirty-second  Avenue  Northwest;  i)roposed 
0.7%  grade  to  crossing  under  highway  bridge  at  Seaview  Avenue. 

Skaview  Avenue:  Proposed  (lower  ro.id)  1.2%  grade  to  crossing  over  Gi-eat  Nor- 
thern right-of-way  at  West  Sixtieth  Street;  i)roposed  (upiter  roadway)  .5%  grade  to  West 
Fifty-sixth  Street;  propo.sed  (upi)er  roadway)  2%  grade  to  crossing  oter  Great  Northern 
Railway  at  West  Sixtieth  Street ;  maximum  jiroposed  .■}.()%  grade  to  West  Eighty-fifth 
Street. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  Map  No.  11,  are  to  be  of  the  width  there  shown. 

HIGHWAY     NO.     1  (J 

Blewett  Street:  Existing  width,  80  feet,  Fremont  Avenue  to  Stone  Way;  existing 
width,  GO  feet;  proposed  width,  80  feet,  all  oil"  north  side  between  Stone  Way  and  Bagley 
Avenue. 

Britnall  Place:  Existing  2.5  foot  street;  propo.sed  width,  50  feet  between  Tenth 
Avenue  Northeast  and  Fifteenth  Avenue  Northeast. 

grades 

Blewett  Street  :  Owing  to  the  possibility  of  a  regrade  along  this  street  no  definite 
rate  of  grade  can  be  proposed  at  this  time,  but  no  ditiiculty  should  be  experienced  in 
keeping  these  rates  under  3%. 

Britnai.l  Place:  Grade  at  Tenth  Avenue  Northeast,  maximum  existiug  grade 
1.0%. 

Pacific  Place:  Existing  width,  oO  feet  from  Blewett  Street  to  Sixth  Avenue  North- 
east, except  a  proposed  80  foot  widening,  only  between  North  Thirty-seventh  Street  and 
Second  Avenue  Northeast,  for  double  roadway;  the  lower  being  inclined  to  a  crossing  un- 
der the  Northern  Pacific  Railway  at  Northlake  Avenue  and  North  Thirty-eighth   Street. 

East  Fortieth  Street:  The  existing  width  and  grade  along  the  lower  roadway  is 
maintained  between  Sixth  Avenue  Northeast  and  Tenth  Avenue  Northeast. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  Map  No.  13,  are  to  be  of  the  widths  there  shown. 

HIGHWAY     NO.     17 

Twenty-third  Avenue  West:  Existing  width,  100  feet.  West  Garfield  to  West  Lee 
Streets. 

West  Lee  Street:  Existing  width,  100  feet.  Twenty  third  Avenue  West  to  Thir- 
tieth Avenue  West. 

Logan  Avenue:  Existing  width,  100  feet,  Thirtieth  Avenue  West  to  Thirty  third 
Avenue  West. 

Thirty-third  Avenue  West:  Proposed  90  feet  in  width,  (iO  feet  west  of  and  par- 
allel to  the  east  margin,  being  the  west  line  of  Sec.  23,  T.  2.1  N.,  R.  3  PI,  from  Logan 
.\ venue  to  about  2,200  feet  north  thereof;  thence  Diagonal,  proposed  width,  90  feet  to 
Thirty-third  Avenue  West  and  West  Ray  Street. 

Thirty-third  Avenue  West:  Existiug  width,  66  feet;  proposed  width,  90  feet  from 
^^'est  Rav  Street  to  1C5  feet  north  of  West  Bertona  Street. 


APPENDIXNO.I  153 

Keverse  Curve:  Proposed  width,  iJU  feet,  curve  to  left  and  right  respectively,  both 
radii  740  feet  to  tangent  on  Thirty-fourth  Avenue  West  at  170  feet  south  of  Emerson 
Street. 

Thirtv-foukth  Avenie  \\'est  and  TiiiRTVEOuuTH  Avenue  West  Produced  Ninety 
Feet  Wide  :  l-Lxisting  width,  100  feet  from  point  of  tangent  of  reverse  curve  to  Govern- 
ment Way ;  proposed  00  feet  from  (ioverument  Way  to  Lawton  Place. 

Grades:  Maxinuini  existing  grade  under  3.0%  on  Twenty-third  Avenue  West, 
West  Lee  t^treet  and  Logan  Avenue. 

Thikty-third  Avenue  West:  Maximum  proposed  grade  5%,  Logan  Avenue  to 
about  2,li0()  feet  north  thereof ;  maximum  proposed  grade  under  3%  on  the  diagonal, 
Thirty-third  Avenue  West,  the  rever.se  curve,  and  Thirty-fourth  Avenue  West  to  Elmore 
Street;  maximum  proposed  5%  grade  to  Lawton  Place. 

Such  portions  of  this  higlnvay  as  are  included  in  the  plan  for  the  development  of 
the  waterfront  as  shown  on  Maps  Nos.  10  and  11,  are  to  be  of  the  widths  there  shown. 


HIGHWAY     NO.     19 

URVE :     Lying  west  of  Taylor  Avenue,  and  connecting  the  inter.sections  of  Prospect 
and  Taylor  Avenue  with  Ward  Place  and  Tavlor  Avenue. 


Curve  : 
Street 

Southeasterly  Diagonal:  Proposed  width,  0(3  feet,  extending  from  Taylor  Avenue 
to  Denny  Way,  crossing  Dexter  Avenue  symmetrical  with  Broad  Street. 

Denny  Way  :  Existing  width,  00  feet  from  Fairview  Avenue  to  Pontius  Avenue ; 
existing  width,  GO  feet;  proposed  width,  !)4  feet  to  Eastlake  Avenue.  Additional  width' 
is  for  roadway  on  sides  of  elevated. 

Melrose  Place  :  Existing  width,  CO  feet,  Denny  Way  to  Melrose  Avenue  and  a  pro- 
posed extension  80  feet  wide  to  East  Olive  Street  and  Bellevue  Avenue  from  the  east. 

Southeast  Diagonal:  Proposed  width,  GO  feet,  connecting  intersections  of  East 
Olive  Street  and  Bellevue  Avenue  with  East  Pike  Street  and  Belmont  Avenue. 

East  Pike  Street:     Existing  width,  70  feet.  Summit  Avenue  to  Tenth  Avenue. 

Southeast  Diagonal  :  Proposed  width,  66  feet,  connecting  the  intersections  of  Ea.st 
Pike  Street  and  Tenth  Avenue  with  East  Jefferson  Street  and  Fourteenth  Avenue; 
thence  along  a  curve  to  the  left  (minimum  width  of  proposed  street  Gti  feet),  radius,  l.OJO 
feet  through  2()° ;  thence  along  a  tangent  to  said  curve  to  the  intersection  of  Twentieth 
Avenue  South  and  Washington  Street;  thence  southeasterly  to  a  point  on  the  center  line 
of  Jackson  Street  about  11.5  feet  east  of  the  intersection  of  Twenty-third  Avenue  South; 
thence  by  a  curve  to  the  left,  radius  070  feet  through  25°  tangent  to  Jackson  Street. 

Jackson  Street:  Existing  width,  GO  feet.  Twenty-fourth  Avenue  South  to  about 
110  feet  east  of  Twenty-sixth  Avenue  South;  thence  bv  a  curve  to  the  right,  radius  200 
feel^  through  03°  .50'  to 

Diagonal  Southeast:  Proposed  width,  GO  feet,  connecting  point  of  tangent  of  last 
curve  with  Yakima  Place  and  Charles  Street. 

Yakima  Place:  Existing  width,  60  feet;  proposed  width,  66  feet  from  Charles 
Street  to  Norman  Street. 

Yakima  Place  Produced:  Proposed  width,  GG  feet  from  Norman  Street  to  Thirty- 
first  Avenue  South,  connecting  with  a  curve  of  720  feet  radius. 

GRADES 

Curve:     West  of  Taylor  Avenue  as  described  above,  8%  proposed. 

Diagonal  Southeast:  Proposed  8%  Taylor  Avenue  to  Seventh  Avenue  North.  Ele- 
vated roadway  from  Eighth  Avenue  North  to  Boren  Avenue;  jtroposed  3%  or  less.  Dex- 
ter Avenue  to  Ninth  Avenue  North;  projjosed  maximum  .5%  to  Denny  Way. 

Denny  Way:  Existing  grade  under  3%  between  Fairview  and  Eastlake  Avenues. 
An  ai))troach  to  the  proposed  viaduct  begins  at  Pontius  Avenue,  ascending  on  5%  grade 
crossing  over  Stewart  Street  and  Eastlake  Avenue. 


154  PLAN    OP     SEATTLE 

Melrose  Place:  Proposed  viaduct  with  overhead  crossing  at  Eastlake  Avenue, 
ascending  on  5%  to  grade  at  Melrose  Avenue. 

Southeast  Diagonal  and  Melrose  Place  PRonucED:  Proposed  7%  to  East  Pike 
Street. 

East  Pike  Street:     Existing  grades  under  3%  to  Tenth  Avenue. 

Southeast  Diauonal:  I'l-ojiosed  :{%  };rade  or  less  from  East  Pike  Street  and  Tenth 
Avenue  to  Fifteenth  Avenue;  i)roi)osed  ina.ximum  5%  grade  to  Jackson  Street. 

Jackson  Street:     Maxinnun  existing  grade  5.0%  to  Twenty-seventh  Avenue  South. 

Diagonal  Southeast:  I'roposed  grade  ;?%  or  less,  Jackson  Street  and  Twenty- 
seventh  Avenue  South  to  Yakima  Place  and  Charles  Street. 

Yakima  Place:     Existing  grade  between  3%  and  5%. 

Y'akima  Place  Produced:     Proposed  grade  3%  or  less  to  Judkins  Street. 

HIGHWAY     NO.     20 

Eleventh  Avenue  and  Eleventh  Avenue  North  :  Existing  width,  GO  feet.  East 
TTnion  to  East  John  Street. 

Diagonal:  Proposed  width  GO  feet  connecting  intersections  of  East  John  Street 
and  Eleventh  Avenue  North  with  East  Thomas  Street  and  Federal  Avenue  (west  inter- 
section ) . 

Federal  Avenue  :  Existing  width,  59  feet,  East  Thomas  Street  to  East  Roy  Street ; 
existing  width,  GO  feet,  East  Roy  Street  to  East  Lynn  Street. 

East  Lynn  Street:    Existing  width,  57  feet,  Federal  Avenue  to  Tenth  Avenue  North. 

Tenth  Avenue  North  :  Existing  width,  60  feet.  East  Lynn  Street  to  Roanoke 
Street. 

Roanoke  Street  :  Existing  width,  75  feet,  Tenth  Avenue  North  to  Harvard  Avenue 
North. 

Harvard  Aveni:e  North  :     Existing  width,  75  feet,  Roanoke  Street  to  Shelby  Street. 

Shelby  Street:  Existing  width,  75  feet.  Harvard  Avenue  North  to  Franklin  Ave- 
nue. 

Franklin  Avenue:  Existing  width,  75  feet,  Shelby  Street  to  Harvard  Avenue 
North. 

Harvard  Avenue  North:  Existing  width,  75  feet.  Franklin  Avenue  to  Eastlake 
Avenue. 

grades 

Eleventh  Avenue  and  Eleventh  Avenue  North:  Maximum  existing  2.3%,  East 
Union  to  East  John  Street. 

Diagonal:     Proposed  2.3%  to  grade  at  East  Thomas  Street. 

Federal  Avenue:     Maximum  existing  6.3%  to  East  Lynn  Street. 

East  Lynn  Street:     Existing  2.5%,  Federal  Avenue  to  Tenth  Avenue  North. 

Tenth  Avenue  North  :     Maximum  existing  7.7%  to  Roanoke  Street. 

Roanoke  Street:     Maximum  existing  3.0%  to  Harvard  Avenue  North. 

Harvard  Avenue  North:     Maximum  existing  3.9%  to  Shelby  Street. 

Shelby  Street:     Existing  2.0%  to  Franklin  Avenue. 

Franklin  Avenue:     Existing  7.0%  to  Harvard  Avenue  North. 

Harvard  Avenue  North  :     Existing  6.0%  to  Eastlake  xV venue. 

HIGHWAY     NO.     21 

This  highway  is  all  shown  on  waterfront  map  of  Madison  Street  Vicinity,  and  West 
Shore  of  Lake  Washington,  and  runs  from  near  intersection  of  Forty-second  Avenue 
North  and  East  Galer  Street  to  a  connection  with  Highway  No.  13,  at  the  intersection  of 
East  McGraw  Street  and  Twenty-seventh  Avenue  North. 

Grades:     The  grades  should  not  execed  3%. 


APPENDIX    NO.     I  155 

HIGHWAY     NO.     22 

Dearborn  Street:  Existing  width,  'JO  feet  from  Fifth  Avenue  South  to  Rainier 
Avenue. 

Prefontaine  Place  Extension  :  Proposed  width,  90  feet,  connecting  the  intersec- 
tion of  Dearborn  Street  and  Ninth  Avenue  South  and  Washington  Street  and  Fourth 
Avenue  South. 

grades 

Dearborn  Street:     Existing  grades  under  3%  throughout. 
Northwesterly  Dl^gonal:     Proposed  grades  3%  or  less. 

HIGHWAY     NO.     2  3 

Rainier  Avenue:  Existing  width,  80  feet;  proposed  width,  84  feet  from  about 
Fifty-ninth  Avenue  South,  produced  uorth  to  Fifty-first  Avenue  South;  thence  north- 
westerly with  a  proposed  width  of  84  feet  to  the  intersection  of  Renton  Avenue  and  Hen- 
derson Street ;  thence  west  270  feet  to  the  point  of  a  curve  to  the  right,  radius  710  feet 
through  .50'  30';  thence  northwesterly  along  a  tangent  to  said  curve  240  feet  to  the 
point  of  a  curve  to  the  right,  radius  400  feet,  through  40°  to  a  point  of  reverse  curve; 
thence  along  a  curve  to  the  left,  radius  310  feet,  through  81°  to  a  point  of  a  compound 
curve ;  thence  along  a  curve  to  the  left,  radius  1,135  feet,  through  13°  45'  to  a  point  of 
a  compound  curve ;  thence  along  a  curve  to  the  left,  radius  915  feet,  through  27°  to  a 
point  of  reverse  curve;  thence  along  a  curve  to  the  right,  radius  530  feet  through  47°  to 
a  point  of  a  compound  curve ;  thence  along  a  curve  to  the  right,  radius  465  feet,  through 
37°  45' ;  thence  northwe.sterly,  proposed  width  80  feet  along  a  tangent  to  said  curve  1,280 
feet  to  the  point  of  a  curve  to  the  right,  radius  450  feet,  through  23°  30' ;  thence  north- 
westerly (crossing  the  south  end  of  Sec.  28,  T.  24  N.,  R.  4  E.,  about  130  feet  west  of  the 
southwest  corner  thereof)  1,105  feet  to  the  point  of  a  curve  to  the  left,  radius  435  feet, 
through  57° ;  thence  west  along  a  tangent  to  said  curve  210  feet  to  the  point  of  a  curve 
to  the  right,  radius  230  feet  through  04°,  tangent  to  Highway  No.  48. 

Grades:     The  grades  along  the  course  of  this  highway  are  5%  or  less. 
Beacon  Avenue  Branch  :    Existing  width,  66  feet  or  80  feet ;  proposed.  106  feet, 
Cloverdale  Street  to  Kenyon  Street;  proposed.  126  feet  to  Spokane  Street;  thence  by  a 
propo.sed  84  foot  street  on  a  reverse  curve,  radius  500  feet,  tangent  to  Seattle  Boulevard 
produced  from  Horton  Street  to  Massachusetts  Street. 

Speedway  Drive  Produced  :  Proposed  width,  84  feet.  Beginning  at  the  north  line 
of  Beacon  Avenue  produced ;  thence  south  620  feet  to  the  point  of  a  curve  to  the  left. 
radius  1,170  feet,  through  21°  30';  thence  southeasterly  along  a  tangent  (crossing  the 
north  line  of  Sec.  3,  T.  23  N.,  R.  4  E.,  about  180  feet  east  of  the  northwest  quarter 
thereof)  about  2,980  feet  to  the  point  of  a  curve  to  the  right,  radius  1,210  feet  through 
65°  50'. 

Southeastern  Branch:  Beginning  at  the  point  of  a  curve,  radius  320  feet  on 
Highway  No.  48  in  the  northwest  quarter  of  Sec.  3,  T.  23  N.,  R.  4  E.,  and  extending 
thence  south  2,175  feet  to  the  point  of  a  curve  to  the  left,  radius  2,9.50  feet  through  10° 
30';  thence  southeasterly  crossing  the  south  line  of  said  Sec.  3  about  1,420  feet  west 
of  the  southeast  corner  thereof;  the  continuation  of  this  highway  extends  in  a  south- 
easterly direction  following  the  topography  to  about  the  southeast  corner  of  Sec.  14,  T. 
23  N.,'r.  4  E.,  joining  Highway  No.  60. 

Grades:     The  proposed  grades  are  all  5%  or  less. 

HIGHWAY     NO.     24 

Highway  and  Boulevard:  Proposed  width,  120  feet,  beginning  at  the  south  line  of 
Sec.  30,  T.  23  N.,  R.  5  E.,  and  extending  thence  north  along  the  center  line  of  said  sec- 
tion to  the  north  line  thereof,  and  along  the  center  line  of  Sections  19  and  18,  T.  23  N., 


156  PLAN    OF     SEATTLE 

R.  5  E.,  to  the  north  line  of  Sec.  18;  i)roi»osed  width,  l(i()  feet,  beginning  at  the  quarter 
corner  on  the  north  line  of  Sec.  18,  T.  23  N.,  I\.  •')  10.,  and  extending  thence  northwesterly 
about  4,0."j0  feet  to  the  point  of  a  curve  to  the  left,  radius  l.iiltO  feet,  through  MS  ;  thence 
northwesterly  along  a  tangent  to  said  curve  4.!»l(l  leet  to  the  point  of  a  curve  to  the  left, 
radius  8.">()  feet,  through  39  ;  thence  westerly  along  Rainier  Avenue  (widening  all  off 
the  north  side)  about  1,370  feet  to  the  point  of  a  curve  to  the  right,  radius  875  feet 
through  49" :  thence  northwesterly  along  a  line  parallel  to  and  lying  120  feet  northerly 
of  the  present  center  line  of  Hainier  Avenue  to  the  jjoint  of  a  curve  (1.10  feet  north  of 
the  north  line  of  Norfolk  Street)  to  the  right,  radiu.s  2,970  feet  through  12"  to  a  point 
of  reverse  curve;  thence  along  a  curve  to  the  left,  radius  2,200  feet  through  15°  50'; 
thence  along  Kainier  Avenue  (widening  all  olF  northerly  side)  and  Rainier  Avenue  pro- 
duced to  the  ]>oint  of  a  curve  1.080  feet  northwesterly  from  the  northerly  line  of  Carver 
Street  to  the  right,  radius  1,23.")  feet  through  (50°. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  Map  No.  IS,  are  to  be  of  the  widths  there  shown. 

Lake  Shore  Bhaxch  (Boulevard)  :  Proposed  width,  KJO  feet.  Beginning  at  the 
point  of  tangent  of  a  curve  already  described  and  situated  at  about  the  inter.section  of 
Hamlet  Avenue  and  Fifty-fifth  Avenue  South  produced;  thence  north  approximately 
along  the  (Jovernmeut  meander  line,  crossing  Kenyon  Street,  about  1,.").10  feet  east  of  Kai- 
nier Avenue,  continuing  north  720  feet  to  the  point  of  a  curve  to  the  right,  radius  3,675 
feet,  through  9"  15';  thence  northeasterly  1,410  feet  to  the  point  of  a  curve  to  the  right, 
radius  3,355  feet  through  8°  45' ;  thence  northeasterly  along  a  tangent  to  said  curve  cross- 
ing Graham  Street  about  1,125  feet  east  of  Wilson  Avenue,  and  continuing  northeasterly 
about  225  feet  to  the  point  of  a  curve  to  the  left,  radius  1,0.50  feet  through  37°  45'; 
thence  northwesterly  about  3,580  feet  to  the  point  of  a  curve  to  the  left,  radius  2.055 
feet  through  14°  45';  thence  northwesterly  along  a  langent  to  said  curve,  crossing  the 
north  line  of  Sec.  23,  T.  24  N.,  R.  4  E.,  about  1,150  feet  east  of  the  northwest  corner  there 
of,  continuing  northwesterly,  crossing  Fifty-first  Avenue  South  about  250  feet  north  of 
Genes.see  Street  and  continuing  to  the  point  of  a  curve  to  the  left,  radius  405  feet, 
through  57"  15' ;  thence  west  along  the  south  margin  of  Charlestown  Street  to  Forty- 
third  Avenue  South. 

Beginning  at  about  the  intersection  of  Charlestown  Street  and  Forty-third  Avenue 
South,  the  continuation  of  this  boulevard  extends  northwesterly  about  1.200  feet  to  the 
point  of  a  curve  to  the  left,  radius  2,050  feet  through  10  ;  thence  northwesterly  along  a 
tangent  to  said  curve  about  2,(J00  feet  to  the  point  of  a  curve  to  the  left,  radius  1,110  feet 
through  27°  25';  thence  along  a  tangent  135  feet  to  the  point  of  a  curve  to  the  right, 
radius  775  feet,  through  40=  30';  thence  north  along  a  tangent  490  feet  to  the  point  of  a 
curve  to  the  right,  radius  2,180  feet  through  12'' ;  thence  along  a  tangent  to  said  curve  200 
feet  to  the  point  of  a  curve  to  the  left,  radius  2,030  feet  through  11°  15';  thence  north 
about  810  feet  to  the  point  of  a  curve  to  the  left,  radius  020  feet  through  25°  30' ;  thence 
northwesterly  090  feet  to  the  i)oiut  of  a  curve  to  the  right,  radius  1,015  feet  through  23° 
30' ;  thence  north  along  a  tangent  570  feet  to  the  point  of  a  curve  to  the  right,  radius  1.700 
feet  thi-ough  12° ;  thence  northeasterly  along  a  tangent  SOO  feet  to  the  point  of  a  curve  to 
the  right,  radius,  1,690  feet  through  18°  45' ;  thence  northeasterly  220  feet  to  the  point  of 
a  curve  to  the  left,  radius  870  feet  through  20° ;  thence  northeasterly  525  feet  to  the  point 
of  a  curve  to  the  right,  radius  1.240  feet  through  18  15'  to  a  point  of  rever.se  curve; 
thence  along  a  curve  to  the  left,  radius  820  feet  through  22°  30';  thence  northeasterly 
along  a  tangent  to  said  curve  1,170  feet  to  the  point  of  a  curve  to  the  right,  radius  730 
feet  through  28°  30'  to  a  point  of  reverse  curve ;  thence  along  a  curve  to  the  left,  radius 
620  feet  through  30°  40';  thence  north  along  a  tangent  to  said  curve  400  feet  to  the  point 
of  a  curve  to  the  right,  radius  970  feet  through  22°  10'  to  a  point  of  reverse  curve;  thence 
along  a  curve  to  the  left,  radius  l.OSO  feet  through  38°  50'  to  a  point  of  reverse  curve ; 
thence  along  a  curve  to  the  right,  radius  580  feet  through  29°  30' ;  thence  northeasterly 
along  a  tangent  to  said  curve  420  feet  to  the  point  of  a  curve  to  the  left,  radius  1,190 


APPENDIXNO.I  157 

feet  through  12°  30' ;  thence  north  along  a  tanjrent  to  said  curve  1.080  feet  to  the  point  of 
a  curve  to  the  left,  radius  1,130  feet  throus:h  42=  15'  to  a  point  of  rever.se  curve;  thence 
along  a  curve  to  the  right,  radius  1,020  feet  through  SO'  ;  thence  northeasterly  1.100  feet 
to  the  point  of  a  curve  to  the  left,  radius  l.-'i-jo  feet  through  11  45';  thence  northeasterly 
along  a  tangent  to  said  curve  040  feet  to  the  point  of  a  curve  to  the  left,  radius  1.3C5  feet 
through  20°  tangent  to  Laurel  Shade  Avenue  about  130  feet  north  of  East  Lee  Street. 

The  above  description  is  to  be  read  in  connection  with  Waterfront  Maps  showing  pro- 
posed development  in  the  vicinity  of  Kenton,  Rainier  Beach,  Bay  Street  and  Madison 
Street.     Where  detail  maps  are  shown,  the  Highway  or  Boulevard  will  conform  to  them. 

L.VUREL  Sn.xDE  Avenie:  Existing  width.  80  feet;  proposed  width,  120  feet,  all  ofif 
west  side  and  produced  to  a  point  925  feet  north  of  the  north  margin  of  East  Newton 
Street;  thence  along  a  curve  to  the  left,  radius  500  feet  through  -iC)  ;  thence  northwesterly 
along  a  tangent  (proi)osed  width,  150  feet)  about  TOO  feet  to  the  point  of  a  curve  to  the 
left,  radius  010  feet  through  44°  20';  thence  along  the  street  platted  in  the  shore  lands, 
widening  same  to  150  feet,  all  off  south  side,  and  this  street  jjroduced  to  Twenty-sixth 
Avenue  North  produced;  thence  continuing  west  along  Roanoke  Street;  proposed  width, 
!»()  feet,  all  off  north  side,  to  East  Montlake  Place. 

North  Western  Branch  :  Proposed  width,  !t((  feet.  Beginning  at  about  the  inter- 
.section  of  Henderson  Street  and  Fifty-fourth  Avenue  South  produced ;  thence  northwest- 
erly to  the  west  line  of  Sec.  35,  T.  24  N.,  R.  4  E.,  about  1,420  feet  south  of  the  northwest 
corner  thereof  and  crossing  Kenyon  Street  about  970  feet  west  of  Fifty-first  Avenue  South 
continuing  to  an  angle  point  on  Forty-fourth  Avenue  South  at  the  alley  between  Fon- 
tanelle  and  Webster  Streets;  thence  northwesterly  about  820  feet  to  an  angle  point  near 
Forty-second  Avenue  South  and  Othello  Street ;  thence  northwesterly  crossing  the  inter- 
section of  Thirtieth  Avenue  South  and  Alaska  Street  continuing  about  2,120  feet  to  the 
point  of  a  curve  to  the  right,  radius  2.22!)  feet  through  10' ;  thence  along  a  tangent  to  said 
curve  to  the  point  of  a  curve  (about  35  feet  east  and  115  feet  north  of  the  intersection 
of  Twenty-fifth  Avenue  South  and  Winthrop  Street )  to  the  left,  radius  4,765  feet  through 
10°  45';  thence  northwesterly  parallel  to  Rainier  Avenue  and  585  feet  west  thereof 
measured  at  right  angles  from  center  lines  continuing  to  Twelfth  Avenue  South.  Here 
an  angle  is  introduced,  the  extension  of  this  street  with  a  width  of  90  feet,  connecting 
with  the  approximate  intersection  of  Yesler  Way  and  Fir  Street,  being  the  prolongation 
of  Highway  No.  38. 

Grades:     The  proposed  grades  are  all  3%  or  less. 

H  I  G  H  ^^-  A  Y     NO.     25 

Forty-second  Avenue  South  :  Proposed  width.  70  feet,  Oregon  Street  to  Genessee 
Street. 

Northeasterly  Diagonal  :  Proposed  width,  70  feet,  approximately  connecting  the 
intersection  of  Forty-second  Avenue  South  and  Genessee  Street  with  Forty-third  Avenue 
South  and  Andover  Street. 

Forty -third  Avenue  South:  Existing  width,  66  feet;  proposed  width,  120  feet,  all 
off  West  Side,  Dakota  Street  to  Charlestown  Street. 

CoNovER  Way  Branch:  Existing  width,  .50  feet;  proposed  width,  70  feet  from 
Forty  second  Avenue  South  to  Thirty-eighth  Avenue  South;  thence  along  a  proposed 
diagonal  70  feet  wide  to  the  intersection  of  Alaska  Street  and  Rainier  Avenue. 

Grades:     The  grades  proposed  for  this  highway  and  its  branch  do  not  exceed  3%. 

HIGH  ^^'  AY     NO.     20 

Seattle  Boilevard:  Existing  width,  100  feet,  Fourth  Avenue  South  to  Massa- 
chusetts Street. 

Ninth  Avenie  South:  Existing  width,  100  feet,  Massachusetts  Street  to  Hinds 
Street. 


158  PLAN    OF     SEATTLE 

Seattle  Bollevaud  :     Existing  widtli.  lod  feet.  Minds  Street  to  Spokane  Street. 

Spokane  Street  and  \^■EST  Si-okani:  Street  I'RouLrED:  Existing  and  proposed 
width,  130  feet  from  Seattle  Boulevard  to  Alki  Avenue. 

Alki  Avenue:  Existing  width,  variable;  proposed  width  as  shown  on  waterfront 
development,  West  Seattle  Sheet,  from  Spokane  Avenue  to  Sixty-first  Avenue  Southwest ; 
thence  along  Sixty-first  Avenue  Southwest  across  Alki  Point  to  Carroll  Street.  A  com- 
mercial roadway  100  feet  wide  extends  through  the  tide  lands  practically  {)aralleling  the 
harbor  line  and  400  feet  easterly  thereof  to  aI)out  oj)p()site  the  junction  of  Lowman  Drive 
and  Alki  Avenue;  thence  continuing  south  aproximately  parallel  to  and  distant  250  feet 
east  of  the  harbor  line  to  a  point  about  1,000  feet  south  of  the  north  line  of  Sec.  2,  T.  2.'1 
N.,  R.  3  E.  At  this  point  the  highway  narrows  to  a  width  of  120  feet  continuing  par- 
allel to  and  200  feet  easterly  of  the  harbor  line,  to  the  south  line  of  Sec.  2,  T.  23  N.,  K.  3 
E.  From  this  point  the  lack  of  definite  information  prevents  the  accurate  projection  of 
the  street,  but  it  should  continue  substantially  along  the  same  lines  to  the  southerly 
limit  of  the  area  covered  by  this  report. 

Grades:     I'roposed  grades  3%  or  less.     (See  Maps  Nos.  5  and  6.) 

HIGHWAY     NO.     30 

Extension  of  City  Highway  No.  5.  Proi)Osed  width,  1(50  feet,  beginning  at  the  in- 
tersection of  Sixth  Avenue  Northwest  and  We.st  Eighty-fifth  Street,  and  following  the 
line  of  Sixth  Avenue  Northwest,  produced  north  to  about  the  center  of  Sec.  36,  T.  20  N., 
K.  3  E. ;  thence  along  a  curve  to  the  right,  radius  2,80.5  feet  through  18^  15' ;  thence  along 
a  tangent  to  .said  curve  to  the  jioint  of  a  curve  to  the  left,  radius  2,805  feet  through  18' 
11',  crossing  the  north  line  of  Sec.  30,  T.  20  N.,  R.  3  E.,  about  1,130  feet  west  of  the 
northeast  corner  thereof;  thence  north  to  Sec.  25,  T.  20  N.,  R.  3  E..  approximately  par- 
alleling Greenwood  Avenue,  crossing  the  north  line  of  said  Sec.  25  about  1,065  feet  west 
of  the  northeast  corner  thereof;  thence  continuing  north  495  feet  to  the  point  of  a  curve 
to  the  right,  radius  1,140  feet  through  20' ;  thence  along  a  tangent  to  said  curve  1,840 
feet  to  the  point  of  a  curve  to  the  left,  radius  1,840  feet  to  the  point  of  a  curve  to  the 
left,  radius  1,140  feet  through  20°  10'  tangent  to  Greenwood  Avenue;  thence  north  along 
Greenwood  Avenue  about  200  feet;  thence  northeasterly  by  a  curve  to  the  right,  radius 
2,805  feet  through  31"  25';  thence  northeasterly  along  a  tangent  to  said  curve  1,250  feet 
to  a  curve  to  the  left,  radius  2,805  feet  through  20°  15'  (crossing  the  north  line  of  Sec. 
19,  T.  26  N.,  R.  4  E.,  about  700  feet  east  of  the  northwest  corner  thereof).  This  portion 
of  Highway  No.  30  is  to  be  a  boulevard.  (See  Boulevards.)  Proposed  width,  90  feet; 
thence  north  through  the  west  one  half  of  Sec.  18,  T.  20  N.,  R.  4  ¥1.,  crossing  the  north 
line  of  said  section  about  1.800  feet  east  of  the  northwest  corner  thereof;  thence  north 
through  the  west  half  of  Sec.  7,  T.  20  N.,  R.  4  E.,  cro.ssing  the  north  line  of  said  section  at 
about  1,800  feet  east  of  the  northwest  corner  thereof;  thence  north  through  the  west 
half  of  Sec.  0,  T.  20  N.,  R.  4  E.,  to  the  east  and  west  center  line  of  said  section;  thence 
along  a  curved  line  in  a  northeasterly  direction,  crossing  the  north  line  of  said  section 
about  2JJ00  feet  east  of  the  northwest  corner  thereof. 

NoRTnwESTERN  BRANCH:  Proposcd  width,  84  feet.  Beginning  with  a  curve  to  the 
left  (in  the  NWi^  Sec.  18,  T.  20  N.,  R.  4  E.),  radius  1,042  feet  through  09°  36';  thence 
northwesterly  500  feet  along  a  tangent  to  said  curve;  thence  by  a  curve  to  the  right, 
(crossing  the  north  line  of  Sec.  18,  T.  20  N.,  R.  4  E.,  about  580  feet  east  of  the  northwest 
corner  thereof),  radius  2,805  feet  through  20',  crossing  the  east  line  of  Sec.  12,  T.  20  N., 
R.  3  E.,  at  about  400  feet  north  of  the  southeast  corner  thereof;  thence  by  a  curve  to  the 
right,  radius  955  feet  through  98°  17',  crossing  the  east  line  of  said  section  about  1,950 
feet  north  of  the  southeast  corner  thereof;  thence  northeasterly  along  a  tangent  400  feet; 
thence  by  a  curve  to  the  left,  radius  716  feet  through  05°  23' ;  thence  northwesterly  along 
a  tangent  2,100  feet  to  a  curve  to  the  left,  (crossing  30  feet  west  of  the  northwest  corner 
of  Sec.  7,  T.  26  N.,  R.  4  E.,),  radius  573  feet  through  57°  46' ;  thence  northwesterly  along 


APPENDIXNO.I  159 

a  tangent  to  said  curve,  350  feet ;  thence  along  a  curve  to  the  right,  radius  71G  feet  through 
62°  17';  proposed  width,  90  feet  north  of  the  east  and  west  center  line  of  Sec.  1,  T.  26  N., 
E.  3  E. ;  thence  northwesterly  through  the  east  half  of  said  section  4,100  feet  to  a  curve 
to  the  left,  radius  037  feet  through  44°  16',  crossing  the  north  line  of  said  section  al)0ut 
1,800  feet  west  of  the  northeast  corner  thereof;  thence  northwesterly  about  110  feet  to 
the  Snohomish  County  line,  crossing  the  north  line  of  Sec.  1,  T.  26  N.,  R.  3  E.,  about 
1,875  feet  west  of  the  northeast  corner  thereof. 

Northeastern  Branch  :  Proposed  width,  160  feet.  Beginning  at  the  point  of  a 
curve  in  the  Main  Highway  in  the  SW14  of  Sec.  18,  T.  26  N.,  R.  4  E.,  and  extending 
northeasterly  across  the  center  of  said  section  to  the  northeast  corner  thereof,  and  pro- 
duced to  connect  with  Highway  No.  31.  This  portion  of  Highway  No.  30  is  to  be  a  boule- 
vard.    (See  Boulevards.) 

HIGHWAY     NO.     31 

Northwestern  Branch  :  Proposed  width,  90  feet.  Beginning  at  the  point  of  a  curve 
on  the  main  highway,  just  south  of  the  north  line  of  Sec.  17,  T.  26  N.,  R.  4  E.,  and  extend- 
ing along  a  curve  to  the  left,  radius  955  feet,  through  37°  30';  thence  northwesterly  along 
a  tangent  to  said  curve,  crossing  the  east  line  of  Sec.  7,  T.  26  N.,  R.  4  E.,  about  1,200  feet 
north  of  the  southeast  corner  of  said  Section  7 ;  thence  continued  northwesterly  to  the 
point  of  a  curve  to  the  right,  radius  2,865  feet  through  22° ;  thence  1,010  feet  along  a 
tangent  to  said  curve  to  the  point  of  a  curve  to  the  left  radius  2,865  feet  through  24°  30' ; 
thence  northwesterly  crossing  the  north  line  of  Sec.  7,  T.  26  N.,  R.  4  E.,  about  2,200  feet 
east  of  the  northwest  corner  thereof,  continuing  northwesterly,  and  crossing  the  west  line 
of  Sec.  6,  T.  26  N.,  R.  4  E.,  about  2,000  feet  north  of  the  southwest  corner  of  said  section, 
continuing  northwesterly  to  an  intersection  with  Highway  No.  30,  (Western  Branch). 

East  and  West  Connection  :  Proposed  width,  84  feet,  extending  along  the  north 
line  of  King  County  from  about  the  center  of  Sec.  1,  T.  26  N.,  R.  3  E.,  to  about  the  north- 
east corner  of  Sec.  5,  T.  26  N.,  R.  4  E. 

HIGHWAY     NO.     32 
Connecting  Highways  Nos.  31  and  33.     Proposed  width,  84  feet. 

East  Branch  :  Beginning  on  Ashworth  Avenue  produced,  about  1,650  feet  north  of 
North  Eighty-fifth  Street ;  thence  along  a  curve  to  the  right,  radius  574  feet  through  49° 
GO' ;  thence  northeasterly  along  a  tangent  to  said  curve,  crossing  the  east  line  of  Sec.  31, 
T.  26  N.,  R.  4  E.,  about  2,160  feet  south  of  the  northeast  corner  of  said  section ;  thence 
continued  northeasterly  2,000  feet  to  the  point  of  a  curve  to  the  right,  radius  5,730  feet, 
through  4-  40';  thence  northeasterly  about  800  feet  crossing  the  north  line  of  Sec.  32.  T. 
26  N..  R.  4  E.,  about  2.500  feet  east  of  the  northwest  corner  of  said  section ;  thence  con- 
tinuing northeasterly  260  feet  to  the  point  of  a  curve  to  the  right ;  thence  along  said  curve 
to  the  right,  radius  1,910  feet  through  84°  30',  crossing  70  feet  west  of  the  northwest  cor- 
ner of  said  section ;  thence  extended  southeasterly  along  a  tangent  to  said  curve  2,630  feet 
to  a  curve  to  the  right,  radius  500  feet  through  58°  36',  tangent  to  Highway  No.  33.  at 
about  the  east  and  west  center  line  of  Sec.  33,  T.  26  N.,  R.  4  E.;  propo.sed  width.  84  feet. 
Beginning  at  Sixth  Avenue  Northwest  and  West  Eighty-fifth  Street;  thence  along  West 
Eighty-fifth  Street  to  First  Avenue  Northwest  and  West  Eighty-fifth  Street;  thence  along 
a  curve  to  the  left,  (tangent  at  Greenwood  Avenue  and  North  Eighty-seventh  Street)  to 
a  point  of  a  reverse  curve;  thence  along  a  curve  to  the  right,  tangent  to  North  Ninetieth 
Street ;  thence  along  North  Ninetieth  Street  to  about  Stone  Avenue ;  thence  northeasterly 
to  a  connection  with  the  Main  Highway. 

Grades:  The  course  of  this  highway  except  the  last  section  is  along  a  surveyed  line 
made  upon  the  ground,  the  grades  proposed  are  all  3%  or  less. 


100  PLAN     OP     SEATTLE 

HIGHWAY     NO.     3  a 

PnorosKD  Highway  and  I5()i  i.i;vaui>  :  Being  the  exteusion  of  City  Iligliwav  No.  13. 
Propo.«ied  width,  90  leel  to  Eigbtytil'ih  ijtreet ;  tlieuce  luO  feet  to  tlie  iuteisecliou  of 
Twenty-fifth  Avenue  Northeast  and  East  Fifty-fourth  Street,  and  extending  thence 
northerly  along  Twentyfiftli  Avenue  Northeast  to  East  Eightieth  Street;  llicnco  along 
a  curve  to  the  left,  radius  5,7:50  feet  through  14'  ()(<',  cro.ssing  :U)  feet  west  of  the  ((uar- 
ter  corner  on  the  south  line  of  Sec.  ."53,  T.  2(J  N.,  R.  4  E. ;  thence  northeasterly  7!)fS  feet 
along  a  tangent  to  said  curve  to  the  point  of  a  curve  to  the  left,  radius  1,!)10  feet  through 
25°  35';  thence  northeasterly  along  a  tangent  to  said  curve  350  feet;  thence  along  a 
curve  to  the  right,  radius  57:{  feet  through  55^  54';  thence  northeasterly  along  a  tangent 
to  said  curve  !)4ll  feet;  thence  along  a  curve  to  the  right,  radius  1,432  feet  through  1G° 
00' ;  thence  along  a  tangent  to  said  curve  400  feet  to  the  point  of  a  curve  to  the  left, 
radius  2.8(55  feet  through  27'  34' ;  th&nce  northerly  along  a  tangent  to  said  curve,  cross- 
ing the  north  line  of  Sec.  33,  T.  20  N.,  R.  4  E.,  80  feet  east  of  the  quarter  corner;  continu- 
ing northerly  1,20S  feet  to  the  point  of  curve  to  the  right,  radius,  1,910  feet  thi'ough 
40°  38' ;  thence  northeasterly  1,050  feet  to  the  point  of  a  curve  to  the  left,  radius  1,432 
feet  through  44°  34'. 

Eastern  Branch:  I'roposed  width,  IGO  feet;  thence  northerly  along  a  tangent  to 
said  curve,  crossing  the  north  line  of  Section  28,  T.  20  N.,  R.  4  E.,  about  404  feet  west 
of  the  northeast  corner  thereof;  thence  continuing  north,  crossing  the  north  line  of 
Sec.  21,  T.  20  N.,  R.  4  E.,  about  347  feet  west  of  the  northeast  corner  of  said  Section 
21 ;  thence  north  675  feet  to  the  point  of  a  curve  to  the  right,  radius  1,910  feet  through 
43°  35',  crossing  the  east  line  of  Sec.  16,  T.  26  N.,  R.  4  E.,  about  1,810  feet  north  of 
the  southeast  corner  of  said  Section  10;  thence  along  a  tangent  to  said  curve  SSO  feet; 
thence  along  a  curve  to  the  left,  radius  1,14(5  feet  through  36°  30';  thence  along  a 
tangent  to  said  curve  1,085  feet  to  the  point  of  a  curve  to  the  right,  radius  2,865  feet 
through  19°  51',  cro.ssing  the  north  line  of  Sec.  15,  T.  26  N.,  R.  4  E.,  1,535  feet  east  of 
the  northwest  corner  of  said  Section  15;  thence  northeasterly  along  a  tangent  to  said 
curve  782  feet  to  the  point  of  a  curve  to  the  right,  radius  1,140  feet  through  32°  10'; 
thence  northeasterly  along  a  tangent  to  said  curve,  1,535  feet  to  the  point  of  a  curve 
to  the  left,  radius  4,584  feet  through  19°  02';  thence  along  a  tangent  to  said  curve 
200  feet  to  the  point  of  a  curve  to  the  right,  radius  955  feet  through  36°  03' ;  thence  along 
a  tangent  to  said  curve  832  feet;  thence  along  a  curve  to  the  right,  radius  1,910  feet 
through  15°  54';  thence  along  a  tangent  to  said  curve  350  feet;  thence  along  a  curve 
to  the  left,  radius  5,730  feet  through  7°  46' ;  thence  along  a  tangent  to  said  curve  865 
feet ;  thence  along  a  curve  to  the  right,  radius  5,730  feet  through  19°  42',  crossing 
the  east  line  of  Sec.  11,  T.  20  N.,  R.  4  E.,  1,465  feet  south  of  the  northeast  corner  of 
said  Section  11 ;  thence  southeasterly  along  a  tangent  to  said  curve  3,390  feet  to  the 
point  of  a  curve  to  the  right,  radius  1,910  feet  through  15°  06';  thence  along  a  tan- 
gent to  said  curve  730  feet  to  the  point  of  a  curve  to  the  left,  radius  5.730  feet  through 
4°  01';  thence  southeasterly  along  a  tangent  to  said  curve  750  feet,  crossing  the  east  line 
of  Sec.  12,  T.  26  N.,  R.  4  E.,  372  feet  south  of  the  quarter  corner  between  Sections  12 
and  17;  thence  along  a  curve  to  the  left,  radius  1,146  feet  through  21°  43';  thence  along  a 
tangent  to  said  curve  655  feet;  thence  along  a  curve  to  the  right,  radius  1,910  feet  through 
30°  59' ;  thence  along  a  tangent  to  said  curve  937  feet ;  thence  along  a  curve  to  the  left, 
radius  522  feet  through  152°  56';  thence  along  a  tangent  to  said  curve  800  feet;  thence 
along  a  curve  to  the  right,  radius  1,146  feet  through  43°  00' ;  thence  along  a  tangent  to 
said  curve  730  feet;  thence  along  a  curve  to  the  right,  radius  1,274  feet  through  69°  55'; 
thence  along  a  tangent  to  said  curve  53  feet  to  a  point  on  the  east  line  of  Sec.  7,  T.  26  N., 
R.  5  E.,  742  feet  south  of  the  noitheast  corner  of  said  Section  7,  said  tangent  being  the 
center  line  of  Main  Street  in  Bothell. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  development  of  the 
waterfront,  as  shown  on  Map  No.  15,  are  to  be  of  the  widths  there  shown. 


APPENDIXNO.I  161 

Northwestern  Branch  :  Proposed  width,  KiO  feet.  Beginning  at  the  point  of  the 
curve  in  tlie  main  highway  (in  the  northeast  quarter  of  Section  28,  T.  2G  N.,  K.  4  E.)  ; 
thence  along  a  curve  to  the  left,  radius  500  feet  through  84°  30' ;  thence  northwesterly 
along  a  tangent  to  said  curve,  crossing  the  north  line  of  Sec.  2S,  T.  2fi  N.,  R.  4  E.,  about 
1,888  feet  west  of  the  northeast  corner  of  said  Section  28;  thence  continuing  north- 
westerly through  Sec.  21,  T.  20  N.,  R.  4  E.,  crossing  the  west  line  of  said  Section  21 
about  l,38o  feet  south  of  the  northwest  corner  thereof;  thence  continuing  '.i7'2  feet  to 
the  point  of  a  curve  to  the  left,  radius  717  feet  through  39°  42' ;  thence  728  feet  along  a 
tangent  to  said  curve;  thence  along  a  curve  to  the  right,  radi\is  l,'Jl(l  feet  through  31° 
30' ;  thence  along  a  tangent  to  the  curve  to  a  point  30  feet  west  of  the  quarter  corner 
between  Sections  17  and  20;  thence  along  a  curve  to  the  right  making  a  suitable  con- 
nection to  Central  Avenue. 

A  connection  with  a  proposed  width  of  84  feet  in  an  approximately  east  and  west 
direction,  connecting  the  two  branches  of  this  highway  begins  on  a  point  on  the  Main 
Highway,  in  the  SE^^  of  Sec.  10,  T.  20  N.,  R.  4  E.,  about  190  feet  north  of  the  south 
line  thereof;  thence  along  a  curve  to  the  left,  radius  .574  feet  through  90°  to  a  point  of 
conijiound  curve;  thence  along  a  curve  to  the  left,  radius  1,140  feet  through  51°;  thence 
southwesterly  along  a  tangent  to  said  curve  l,i529  feet  to  the  point  of  a  curve  to  the  right, 
radius  574  feet  through  117°  45';  thence  along  a  tangent  to  said  curve  189  feet  to  the 
[)oint  of  a  curve  to  the  left,  radius  574  feet  through  78°  10' ;  thence  along  a  tangent  to 
said  curve  287  feet  to  the  point  of  a  curve  to  the  right,  radius  1,010  feet  through  23° 
27',  crossing  the  west  line  of  Sec.  21,  T.  20  N.,  R.  4  E.,  350  feet  south  of  the  northwest 
corner  thereof;  thence  northwesterly  along  a  tangent  to  said  curve  080  feet  to  the  point  of 
a  curve  to  the  left,  radius  717  feet  through  44° ;  thence  along  a  tangent  to  said  curve 
200  feet  to  the  point  of  a  curve  to  the  right,  radius  478  feet  through  65°  08'  and  tangent 
to  the  main  branch. 

Gk.\des:  The  courses  of  these  highways  are  along  lines  surveyed  upon  the  ground, 
and  the  proposed  grades  are  all  3%  or  less. 

HIGHWAY     NO.     34 

Proposed  width,  84  feet.  Beginning  on  the  curve  in  Highway  No.  33,  in  the  SW14 
of  Sec.  10,  T.  20  N.,  R.  4  E. ;  thence  along  a  curve  to  the  left,  radius  345  feet  through  80° 
05';  thence  along  a  tangent  to  said  curve  2,905  feet  to  the  point  of  a  curve  to  the  left, 
radius  1,910  feet  through  18°  44' ;  thence  along  a  tangent  to  said  curve  297  feet,  crossing 
the  west  line  of  Sec.  10,  T.  26  N.,  R.  4  E.,  about  720  feet  south  of  the  northwest  corner 
of  said  Section  10;  thence  continuing  northwesterly  810  feet  to  the  point  of  a  curve  to 
the  left,  radius  574  feet  through  45°  05' ;  thence  southwesterly  along  a  tangent  to  said 
curve  240  feet ;  thence  along  a  curve  to  the  right,  radius  574  feet  through  72°  20',  cross- 
ing the  north  line  of  Sec.  9,  T.  20  N.,  R.  4  E.,  about  1.870  feet  west  of  the  northeast  cor- 
ner of  said  Section  9;  thence  northwesterly  1,683  feet  along  a  tangent  to  said  curve  to 
the  point  of  a  curve  to  the  left,  radius  2.865  feet  through  27°  25';  thence  along  a  tan- 
gent to  said  curve  1,374  feet;  thence  along  a  curve  to  the  right,  radius  1,910  feet  through 
29°  43',  crossing  Highway  No.  31,  and  also  the  west  line  of  Section  4,  T.  20  N.,  R.  4  E., 
about  l.O.'O  feet  south  of  the  northwest  corner  of  said  Section  4;  thence  northwesterly 
along  a  tangent  to  said  curve  1,308  feet  crossing  the  north  line  of  Sec.  5,  T.  20  N.,  R. 
4  E.,  about  488  feet  west  of  the  northeast  corner  of  said  Section  5,  continuing  north- 
westerly 800  feet  to  the  point  of  a  curve  to  the  left,  radius  955  feet  through  71°  55'; 
thence  along  a  tangent  to  said  curve  about  1.023  feet  to  the  east  shore  of  Lake  P.allinger. 

Grades  :  The  course  of  this  highway  is  along  a  surveyed  line  upon  the  ground  and 
the  proposed  grades  are  all  3%  or  les. 

HIGHWAY     NO.     35 

Proposed  width  84  feet.  Beginning  at  the  curve  on  Highway  No.  33.  in  the  NEVt  of 
Sec.  11,  T.  20  N.,  R.  4  E.;  thence  along  a  curve  to  the  left,  radius  687  feet,  through  61" 


16L1  PLAN     OF     SEATTLE 

30';  flieiice  uortheasierly  aloiij;  a  t:iiij;cMit  to  said  i-iirve  I.IIJO  feet,  crossing  tlie  north  line 
of  said  Section  1 1.  T."»  feet  west  ol' the  nortlieast  corner  thereof;  contimiing  uorllieasteriy 
(!.")()  feet  to  the  jioint  of  a  curve  to  the  left,  radius  1,!H(I  feet,  through  23°  45';  theuce 
uorth  ah)ng  a  tangent  to  said  curve  1, ().")()  feet  to  the  point  of  a  curve  to  the  left,  radius 
5,730  feet,  tlirough  10°  4.1';  thence  northwesterly  along  a  tangent  to  said  curve  1,840 
feet  to  a  iioint  on  the  noiHi  line  of  Section  1,  T.  20  N.,  H.  4  E.,  ahout  110  feet  east  of  the 
northwest  corner  of  said  Section  1. 

Gradks:  The  course  of  this  highway  is  aloug  a  surveyed  line  upon  the  ground  and 
the  proposed  grades  are  all  3^^  or  less. 

1 1  I  ( ;  1 1  \\'  A  Y     NO.     30 

Proposed  width,  !)()  feet.  Beginning  on  the  east  roadway  of  a  double  street  in  the 
rniversity  of  Washington  Campus,  about  S20  feet  south  of  ICast  Forty-sixth  Sti'eet,  and 
extending  thence  along  a  curve  to  the  right,  radius  l,03i5  feet,  through  78°  37'  58"  tan- 
gent to  East  Forty-fifth  Street,  at  a  point  about  1,670  feet  west  of  the  northeast  corner 
of  Sec.  10,  T.  25  N.,  K.  4  E.;  thence  east  along  East  Forty-fifth  Street  about  1,8.50  feet 
to  the  ])oint  of  a  curve  to  the  left,  radius  750  feet  through  55"  30';  thence  northeasterly 
along  a  tangent  to  said  curve,  about  1,575  feet  to  the  point  of  a  curve  to  the  right,  radius 
1,705  feet,  through  15°  10';  thence  northeasterly  along  a  tangent  to  said  curve,  about 
845  feet  to  the  i)oint  of  a  curve  to  the  right,  radius  500  feet,  through  31°  30';  thence 
easterly  about  100  feet  to  the  point  of  a  curve  to  the  right,  radius  1,008  feet  through  12° 
30';  thence  easterly  about  440  feet  to  the  point  of  a  curve  to  the  left,  radius  478  feet, 
through  32°  20'  to  a  point  of  compound  curve;  thence  along  a  curve  to  the  left,  radius 
955  feet,  through  39^  15';  thence  along  a  tangent  to  said  curve  540  feet;  thence  along 
a  curve  to  the  right,  radius  710  feet,  through  49°  20';  thence  along  a  tangent  to  said 
curve,  283  feet  (crossing  the  east  line  of  Sec.  10,  T.  25  N.,  R.  4  E.,  about  1.375  feet 
north  of  the  east  quarter  corner)  ;  thence  along  a  curve  to  the  left,  radius  710  feet, 
through  44°  20';  thence  along  a  tangent  to  said  curve  1,310  feet  (crossing  the  north  line 
of  Sec.  11,  T.  25  \.,  R.  4  E.,  about  1,130  feet  east  of  the  northwest  corner  thereof). 
(From  this  point  uorth  this  route  becomes  a  combined  highway  and  boulevard,  100  feet 
wide)  ;  thence  along  a  curve  to  the  left,  radius  2,8G5  feet,  through  48°  30';  thence  along 
a  tangent  to  said  curve  1,715  feet;  thence  along  a  curve  to  the  left,  radius  5,730  feet, 
through  21°  26'  to  a  i)oint  of  comjiound  curve  (crossing  the  north  line  of  Sec.  2,  T.  25 
N.,  R.  4  E.,  512  feet  east  of  the  northwest  corner  thereof.  Also  crossing  the  east  line 
of  Sec.  34.  T.  26  N.,  R.  4  E.,  730  feet  north  of  the  southeast  corner  thereof  I  ;  thence 
aloug  a  tangent  to  said  curve  1,210  feet ;  thence  along  a  curve  to  the  right,  radius  478 
feet,  through  94°  00',  to  a  point  of  comj)ound  curve;  thence  along  a  curve  to  the  right, 
radius  686  feet,  through  .50°  30';  thence  along  a  tangent  to  said  curve  95  feet  to  the 
point  of  a  curve  to  the  left,  radius  573  feet,  through  (!4°  27';  thence  north  along  a  tan- 
gent to  said  curve  505  feet  to  the  point  of  a  curve  to  the  left,  radius  819  feet,  through 
37°  27';  tlience  northwesterly  200  feet  along  a  tangent  to  said  curve;  thence  along  a 
curve  to  the  right,  radius  955  feet,  through  30°  34' ;  thence  392  feet  along  a  tangent  to 
said  curve. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Map  No.  14,  are  to  be  of  tlie  widths  there  shown. 

Northwestern  Branch  :  Proposed  width,  90  feet ;  thence  along  a  curve  to  the  left, 
radius  717  feet,  through  47°  00'.  crossing  the  north  line  of  Sec.  .34,  T.  26  N.,  R.  4  E., 
about  620  feet  east  of  the  quarter  corner  between  Sections  .'^4  and  27:  thence  northwest- 
erly along  a  tangent  to  said  curve  871  feet;  thence  along  a  curve  to  the  right,  radius  478 
feet,  through  13°  33' ;  thence  along  a  tangent  to  said  curve  803  feet  to  the  point  of  a 
curve  to  the  right,  radius  2.865  feet,  through  11°  10';  thence  northwesterly  along  a 
tangent  to  said  curve  1.145  feet  to  the  jioint  of  a  curve  to  the  left,  radius  1,146  feet, 
through  40°  48';  thence  northwesterly  along  a  tangent  to  said  curve  355  feet,  crossing 


APPENDIXNO.I  163 

the  west  line  of  Sec.  27,  T.  20  N.,  R.  4  E..  about  1,095  feet  south  of  the  northwest  corner 
of  said  Section  27,  continuing  northwesterly  278  feet  to  the  point  of  a  curve  to  the  right, 
radius  1,433  feet,  through  28°  14'  tangent  with  Highway  No.  33. 

Northern  Branch:  Proi)osed  width,  00  feet.  Beginning  at  a  point  of  curve  on 
the  main  highway  238  feet  so\itli  of  tjie  north  line  of  Sec.  34,  T.  20  N.,  R.  4  E.,  and  ex- 
tending thence  northwesterly  along  a  tangent  to  said  curve  3,019  feet;  thence  along  a 
curve  to  the  left,  i-adius  2,2!)2  feet,  through  39"  0.1';  thence  along  a  tangent  to  said  curve 
200  feet;  thence  along  a  curve  to  the  right,  radius  1,140  feet,  through  50°  43',  crossing  the 
north  line  of  Sec.  27,  T.  20  N.,  K.  4  E.,  1,815  feet  east  of  the  northwest  corner  of  said 
Section  27;  thence  along  a  tangent  to  said  curve  155  feet;  thence  along  a  curve  to 
the  left,  radius  573  feet,  through  31°  00';  thence  along  a  tangent  to  said  curve  158  feet; 
thence  along  a  curve  to  the  right,  radius  478  feet,  through  55°  48' ;  thence  along  a  tangent 
to  said  curve  330  feet;  thence  along  a  curve  to  the  left,  radius  (i37  feet,  through  78°  30'; 
thence  along  a  tangent  to  said  curve  303  feet;  thence  along  a  curve  to  the  right,  radius 
478  feet,  through  47°  00';  thence  along  a  tangent  to  said  curve,  538  feet;  thence  along 
a  curve  to  the  left,  radius  955  feet,  through  29°  30' ;  thence  northwesterly  along  a  tan- 
gent to  said  curve  940  feet  (crossing  the  north  line  of  Sec.  22,  T.  20  N.,  *R.  4  E.,  1,185 
feet  east  of  the  northwest  corner  of  said  Section  22)  ;  thence  l,9(i0  feet  to  the  point  of  a 
curve  to  the  right,  radius  478  feet,  through  08°  21'  to  tangency  with  Highway  No.  33. 

CiR.vDEs :  The  courses  of  the  highways  are  located  from  surveyed  lines  made  upon 
the  ground  and  the  proposed  grades  are  all  3%  or  less. 

HIGHWAY     NO.     38 

Southeasterly  Diagonal:  Proposed  width,  84  feet,  connecting  the  intersection  of 
Fourth  Avenue  and  Madison  Street  with  Eighth  Avenue  and  Spruce  Street ;  thence  to 
Fir  Street  and  Yesler  Way. 

Yesleu  Way  :  Existing  width,  OG  feet ;  proposed  width,  84  feet,  Fir  Street  to  Tenth 
Avenue. 

Northeasterly  Diagonal:  Proposed  width,  84  feet,  connecting  the  intersection  of 
Tenth  Avenue  and  Yesler  Way  with  East  Alder  Street  and  Thirteenth  Avenue  and  pro- 
duced to  Terrace  Court;  thence  by  a  curve  to  the  right,  radius  425  feet,  through  39°,  to 
a  point  of  compound  curve;  thence  along  a  curve  to  the  right,  radius  240  feet,  through  47°. 

Southeasterly  Diagonal:  Proposed  width,  84  feet  from  the  point  of  tangent  of  the 
curve  last  mentioned  to  the  Intersection  of  East  Spruce  Street  and  Seventeenth  Avenue. 

East  Spruce  Street:  Existing  width,  00  feet;  proposed  width,  84  feet  to  the  west 
margin  of  Twentieth  Avenue. 

Northeasterly  Diagonal:  Proposed  width,  84  feet,  beginning  at  the  west  margin  of 
Twentieth  Avenue,  at  East  Spruce  Street ;  thence  along  a  curve  to  the  left,  radius  130 
feet,  through  81° ;  thence  northeasterly  along  a  tangent  to  said  curve  about  5.'*0  feet  to 
the  point  of  a  curve  to  the  right,  radius  1,020  feet,  through  39°  30' ;  thence  northeasterly 
along  a  tangent  to  said  curve  about  400  feet  to  the  point  of  a  curve  to  the  right,  radius 
1,420  feet,  through  6°  30' ;  thence  northeasterly  along  a  tangent  to  said  curve  about  510 
feet  to  the  point  of  a  curve  to  the  left,  radius  1,515  feet,  through  23°  .30':  thence  north- 
easterly about  2,085  feet  to  the  point  of  a  curve  to  the  right,  radius  OSS  feet,  through 
16°  30' ;  thence  northeasterly  along  a  tangent  to  said  curve,  about  210  feet  to  the  point 
of  a  curve  to  the  left,  radius  1,480  feet,  through  14°  30';  thence  northeasterly  to  an 
angle  point  southeasterly  from  the  intersection  of  East  Denny  Way  and  Thirty-second 
Avenue. 

Thirty-second  and  One-Half  Avenue:  Proposed  width,  84  feet  from  East  Denny 
Way  to  120  feet  south  of  East  John  Street,  midway  between  and  approximately  i)arallel 
to  Thirty-second  and  Thirty-third  Avenues. 

Curves,  Etc.  :  Proposed  widths,  84  feet,  beginning  at  a  point  120  feet  south  of  East 
John  Street,  on  Thirty-second  and  One  Half  Avenue,  and  extending  thence  along  a  curve 


164  PLAN    OF     SEATTLE 

to  the  rifjht.  radius  500  feet,  through  nS"  30' ;  thence  northeasterly  along  a  tangent  to 
said  curve,  about  (>:^o  feet ;  thence  along  a  curve  to  the  left,  radius  1,1(1.")  feet,  through 
41°  01)';  thence  northeasterly  along  a  tangent  to  said  curve  410  feet;  thence  along  a 
curve  to  the  right,  radius  1,10.")  feet,  through  ;"()'  00'  to  the  point  of  reverse  curve;  thence 
along  a  curve  to  the  left,  radius  :'y'2T)  feet,  through  0.")^  tangent  to  the  center  line  of  For- 
tieth Avenue  North,  about  110  feet  south  of  East  Prospect  Street. 

Fortieth  Aveme  North  :  Existing  width,  84  feet,  from  point  of  tangent  of  last 
mentioned  curve  to  East  Madison  Street. 

East  Madison  Street:  Existing  width,  84  feet,  from  Fortieth  Avenue  North  to 
Laurel  Shade  Avenue. 

Grades:  The  grades  along  this  proposed  highway  intersect  the  streets  and  ave 
nues  crossed  at  practicallj'  their  existing  grades,  and  in  no  case  exceed  5%. 

HIGH  W  AY     NO.     39 

Twentieth  Aven'ue  Southwest:  Proposed  width,  80  feet,  from  West  Barton  Street 
to  West  Edmunds  Street. 

West  Edmunds  Street:  Proposed  width,  80  feet,  from  Twentieth  Avenue  Southwest 
to  Seattle  Boulevard  produced. 

Seattle  Boulevard  (Existing  and  Produced)  :  Proposed  width,  80  feet  from  West 
Edmunds  to  Ninth  Avenue  South. 

Southwesterly  I)iai;onal:  Proposed  width,  80  feet,  except  tunnel  .section,  which 
is  50  feet,  extending  southwesterly  from  the  intersection  of  West  Edmunds  Street  and 
Twentieth  Avenue  Southwest,  to  about  the  intersection  of  West  Dawson  Street  and 
Twenty-fourth  Avenue  Southwest,  if  these  streets  were  produced.  One  branch  extends 
thence  west  to  Twenty  sixth  Avenue  Southwest;  another  extends  south  to  about  West 
Raymond  Street,  and  a  connection  with  the  main  highway. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  Ma[)  No.  7,  are  to  be  of  the  widths  there  shown. 

Grades:     All  grades  5%  or  less. 

HIGHWAY     NO.     40 

Southwest  Dt.\gonal  :  Proposed  width,  100  feet,  along  a  line  connecting  intersec- 
tions of  Twenty-second  Avenue  Southwest  and  West  Spokane  Street  with  Twenty  eighth 
Avenue  Southwest  and  West  (lenessee  Street,  but  extending  only  to  Twenty-sixth  Ave- 
nue Southwest,  connection  to  Twenty-sixth  Avenue  Southwest  being  effected  by  a  curve  of 
780  feet  radius. 

Twenty-sixth  Avenue  Southwest:  Existing  width.  GO  feet;  proposed  width,  100 
feet  from  above  angle  point  to  a  point  about  100  feet  north  of  West  Findlay  Street. 

Southeasterly  Diagonal:  Proposed  width,  100  feet  from  above  angle  point  to  an 
angle  point  240  feet  south  of  West  Juneau  Street  and  Twenty-fourth  Avenue  Southwest. 

Twenty-fourth  Avenue  Southwest  (and  Produced):  Existing  width,  60  feet; 
proposed  width,  100  feet  from  above  angle  point  to  West  rioverdale  Street.  Proposed 
width.  84  feet  to  the  center  of  NWi/i  of  NE'4  of  Sec.  1,  T.  23  N.,  R.  3  E. 

Southwesterly  Diagonal:  Proposed  width,  84  feet  from  the  last  mentioned  angle 
point  following  the  ravine  to  the  outlet  on  Puget  Sound. 

GRADES 

Southwest  Diagonal,  Twenty-eighth  Avenue  Southwest,  Southeast  Diagonal, 
AND  Twenty-fourth  Avenue  Southwest:     Proposed  grade  3%  or  less. 

Southwesterly  Diagonal  :     Proposed  grade  5%  or  less  to  Puget  Sound. 


APPENDIXNO.I  165 

HIGHWAY     NO.     41 

TiiiKTiETii  Avenue  Routiiwest:  Existing  width,  variable;  proposed  width,  84  feet 
from  West  Spoliaiie  Street  to  Yaucy  Street;  thence  southwesterly  to  about  the  intersec- 
tion of  West  Oregon  Street  and  Thirty-second  Avenue  Southwest,  (both  produced) ; 
thence  along  West  Oregon  Street  produced  with  a  proposed  width  of  84  feet  to  Thirty- 
seventh  Avenue  Southwest;  thence  southwesterly  to  the  intersection  of  Thirty-ninth  Ave- 
nue Southwest  and  West  Alaska  Street. 

TiiiKTY-NiNTH  AvENUE  SouTHWEST:  Existing  width,  80  feet;  proposed  width,  84 
feet;  West  Alaska  Street  to  West  Juneau  Street. 

SouTHWESTEULY  DIAGONAL:  Troposed  width,  84  feet,  connecting  intersections  of 
Thirty-ninth  Avenue  Southwest  and  West  Juneau  Street,  and  Forty-first  Avenue  South- 
west and  West  Graham  Street;  thence  to  W^est  Morgan  Street  and  California  Avenue. 

West  Morgan  Street:  Existing  width,  (iO  feet;  proposed  width,  84  feet,  California 
Avenue  to  Forty-sixth  Avenue  Southwest. 

FoHTY-sixTH  Avenue  Southwest  and  Puoduced  :  Existing  width,  00  feet;  proposed 
width,  84  feet  from  West  Jlorgan  Street  to  120  feet  south  of  West  Willow  Street. 

SouTUWESTEKLY  DIAGONAL:  Proposcd  width,  84  feet  to  Froutcnac  Street  aud  Faun- 
tleroy  Avenue. 

Fauntleroy  Avenue:  Existing  width  GO  feet;  proposed  width,  84  feet,  Frontenac 
Street  to  West  Henderson  Street ;  thence  southwesterly  to  Puget  Sound.  The  proposed 
grades  do  not  exceed  5%. 

HIGHWAY     NO.     42 

Northwesterly  Diagonal:  Proposed  width,  110  feet.  Beginning  at  the  west  mar- 
gin of  the  intersection  of  West  Spokane  Street  and  Alki  Avenue,  and  extending  thence 
along  a  curve  to  the  right,  radius  400  feet,  through  02°  50' ;  thence  along  a  tangent  to  said 
curve  about  1,800  feet  to  the  point  of  a  curve  to  the  right,  radius  205  feet,  through  52°, 
a  point  of  a  reverse  curve ;  thence  along  a  curve  to  the  left,  radius  275  feet,  through  73° 
30',  to  a  point  of  a  reverse  curve ;  thence  along  a  curve  to  the  right,  radius  325  feet, 
through  55°  30' ;  thence  along  a  tangent  to  said  curve  05  feet ;  thence  along  a  curve  to  the 
left,  radius  705  feet,  through  02° ;  thence  northwesterly  along  a  tangent  to  said  curve 
about  210  feet  to  the  intersection  of  Thirty-seventh  Avenue  Southwest  and  West  Wait 
Street. 

West  Wait  Street  :  Existing  width,  variable ;  proposed  width,  84  feet  from  Belvi- 
dere  Avenue  to  California  Avenue. 

GRADES 

Northwesterly  Diagonal  and  Curves:  Proposed  grade  7%  from  the  intersection 
of  West  Spokane  Street  and  Alki  Avenue  to  proposed  7  foot  cut  at  the  intersection  of 
Thirty-seventh  Avenue  Southwest  and  West  Wait  Street,  occasional  flat  stretches  or 
"rests"  being  introduced.  A  route  has  been  laid  out  for  a  rapid  transit  line  to  the  north- 
east of  this  highway,  on  a  4%  grade.     (See  Rapid  Transit  Route  No.  20.) 

grades 

West  Wait  Street:  Proposed  grade  :>%,  Thirty-seventh  Avenue  Southwest  to  Bel- 
videre  Avenue.  Jlaxinuim  existing  grade  4.0%  to  California  Avenue,  a  proposed  bridge 
crossing  the  Fairmount  Ravine. 

HIGHWAY     NO.     44 

West  Hanpord  Street:  Existing  width,  00  feet;  proposed  width,  84  feet  from 
Sixty-third  Avenue  Southwest  to  Fifty-ninth  Avenue  Southwest. 

Diagonal  Nortiieasi-eki.y  and  Curves:  I'roi)osed  width,  84  feet.  Beginning  at 
Fifty-ninth  Avenue  Southwest  and  West  Hanford  Street;  thence  northeasterly  105  feet 


166  PLAN    OF     SEATTLE 

to  the  point  of  a  curve  to  the  iiy;ht,  radius  T.")."!  feet,  tbrougli  4l2" ;  thence  easterly  along 
a  taugent  to  said  curve  155  feet;  thence  along  a  curve  to  the  left,  radius  555  feet, 
through  37°  40';  thence  northeasterly  along  a  tangent  to  said  curve  9(15  feet;  thence 
along  a  curve  to  the  right,  radius  l,(ll.'5  feet,  through  4(1^  ."{0'  tangent  to  the  center  line 
of  ^^■est  Lauder  street,  at  a  point  20(1  feet  west  of  the  center  line  of  Fiftytirst  Avenue 
Southwest. 

^^'^:sT  Landkr  Btrkkt:  I'rojiosed  width,  84  feet,  from  a  point  200  feet  west  of  Fifty- 
first  Aveuue  Southwest  to  Forty  ninth  Avenue  Southwest. 

Ferry  Avenue  and  Ferry  Avenue  Produced:  Proposed  width.  84  feet,  West  Lan- 
der Street  to  West  Wait  Street. 

Wi:sT  Wait  Strket:  Existing  width,  84  feet  from  Forty-seventh  Avenue  Southwest 
to  California  Avenue. 

Grades:     Proposed  grades  do  not  exceed  7%. 

HIGHWAY     NO.     45 

Southeasterly  I^iagonal:  Proposed  width,  100  feet  from  Twenty  fourth  Avenue 
Southwest  and  Cloverdale  Street  to  Twenty  second  Avenue  Southwest  and  West  Ilender 
son  Street;  existing  width,  CO  feet;  propo-sed  width,  SO  feet  to  West  Roxbury  Street  and 
Sixteenth  Avenue  Southwest. 

Sixteenth  Avenue  Southwest:  Existing  width,  100  feet;  proposed  width,  SO  feet 
from  West   IJoxbury  Street  to  an  angle  point  about  1,;520  feet  south  thereof. 

Southeasterly  Diagonal:  Proposed  width.  100  feet  from  the  above  angle  point 
southeasterly,  passing  along  the  draw  and  the  west  side  of  Hicklin  Lake,  crossing  the 
south  line  of  Sec.  (>,  T.  23  N..  II.  4  E.,  about  1.075  feet  east  of  the  southwest  corner  of 
said  section;  thence  southwesterly  to  a  connection  with  the  County's  so-called  Jacob 
Ambaum  Road. 

•Jacob  Ambaum  Road:  Existing  width.  CO  feet;  proposed  width,  100  feet  from  about 
the  east  and  west  center  line  of  Sec.  7,  T.  23  N.,  R.  4  E.,  to  the  point  of  a  proposed 
curve  (about  1.400  feet  south  of  the  east  and  west  center  line  of  Sec.  19,  T.  23  N.,  R 
4  E.,)  to  the  left,  radius  550  feet,  through  144°  to  a  point  of  a  reverse  curve;  thence 
along  a  curve  to  the  right,  radius  330  feet  through  108°  3(('  to  a  i)oint  of  a  reverse  curve; 
thence  along  a  curve  to  the  left,  radius  900  feet,  through  33° ;  thence  along  a  tangent  to 
said  curve  to  the  southeast  corner  of  said  Section  19. 

Grades:     The  proposed  grades  along  this  highway  are  all  3%  or  less. 

HIGHWAY     NO.     46 

Proposed  width,  84  feet.  Beginning  at  the  point  of  curve  on  the  north  and  south 
center  line  of  the  NE14  of  Sec.  20,  T.  23  N.,  R.  4  E.,  about  CIS  feet  south  of  the  north 
line  of  said  section  and  extending  theuce  along  a  curve  to  the  left,  radius  2,292  feet, 
through  32°  30';  thence  northwesterly  along  a  tangent  to  said  curve  440  feet;  thence 
along  a  curve  to  the  left,  radius  1,140  feet,  through  41° ;  thence  along  a  tangent  to  said 
curve  80  feet;  thence  along  a  curve  to  the  right,  radiiis  1,14(1  feet,  through  49°;  thence 
northwesterly  along  a  tangent  to  said  curve,  crossing  the  north  line  of  Sec.  17,  T.  23  N., 
R.  4  E.,  about  475  feet  east  of  the  northeast  corner  of  said  section;  thence  continuing 
northwesterly  3,350  feet  to  the  point  of  a  curve  to  the  left,  radius  2,175  feet,  through  49° 
30';  thence  along  a  tangent  to  said  curve  175  feet  to  the  point  of  a  curve  to  the  right, 
radius  1,1.50  feet,  through  73°  tangent  to  Highway  No.  45,  at  a  point  about  120  feet  north 
of  the  south  line  of  Sec.  6,  T.  23  N.,  R.  4  E. 

Grades:    The  proposed  grades  along  the  courses  of  this  highway  are  all  3%  or  less. 


APPENDIXNO.I  167 

HIGHWAY     NO.     47 

Sixteenth  Ave.nle  South:  Existing  width,  GO  feet;  proposed  width,  66  feet  from 
Swift  Avenue  to  Bennett  Street. 

Bennett  Street  :  Existing  width,  50  feet ;  proposed  width,  GO  feet  from  Sixteenth 
Avenue  to  Eighteenth  Avenue  South. 

SouTHEASTEUi.v  l)iAG0N.\i, :  Proposed  width,  GG  feet,  extending  from  the  intersection 
of  Bennett  Street  and  Eighteenth  Avenue  South  to  about  Juneau  Street  and  Twentieth 
Avenue  South;  tlience  ea.st  along  Juneau  Street  produced  west  from  Twenty-fourth  Ave- 
nue South  to  the  point  of  a  curve  to  the  left,  (about  95  feet  east  of  Twenty-fourth  Avenue 
South),  radius  I'J.'J  feet,  through  07°  30';  thence  northeasterly  along  a  tangent  to  said 
curve  about  515  feet  to  the  point  of  a  curve  to  the  right,  radius  205  feet,  through  148°  30' 
to  a  point  of  a  reverse  curve;  thence  along  a  curve  to  the  left,  radius  480  feet,  through 
61°  30' ;  thence  easterly  along  a  tangent  to  said  curve  about  900  feet  to  the  point  of  a 
curve  to  the  left,  radius  220  feet,  through  84°  30'  to  a  point  of  reverse  curve;  thence 
along  a  curve  to  the  right,  radius  770  feet,  through  30° ;  thence  northeasterly  about  400 
feet  to  the  point  of  a  curve  to  the  right,  radius  95  feet,  through  49°  tangent  to  Brandon 
Street;  thence  east  along  Brandon  Street  about  385  feet  to  the  point  of  a  curve  to  the 
right,  radius  100  feet,  through  78°;  thence  along  a  tangent  to  said  curve  about  110  feet 
to  the  point  of  a  curve  to  the  left,  radius  230  feet,  through  74° ;  thence  easterly  about  185 
feet  to  the  point  of  a  curve  to  the  right,  radius  220  feet,  through  65° ;  thence  southeast- 
erly along  a  tangent  about  215  feet  to  the  point  of  a  curve  to  the  left,  radius  130  feet, 
through  70°  00',  tangent  to  Orcas  Street  at  about  Reuton  Avenue. 

Orcas  Street  :  Existing  width,  GO  feet :  proposed  width,  GG  feet  from  Eenton  Avenue 
to  a  point  330  feet  east  of  Forty-sixth  Avenue  South.  Here  a  jog  is  introduced,  the 
continuation  of  this  highway  being  along  Lucile  Street. 

LuciLE  Street  :  Existing  width,  50  feet ;  proposed  width,  06  feet  from  a  point  about 
3G5  feet  west  of  Forty-eighth  Avenue  South  to  Fifty-second  Avenue  South. 

Southeasterly  Diagonal:  Proposed  width,  66  feet  from  the  intersection  of  Lucil* 
Street  and  Fifty-second  Avenue  South  to  Orcas  Street  and  Fifty-fourth  Avenue  South; 
thence  angling  and  extending  southeasterly  about  260  feet  to  the  point  of  a  curve  to  the 
left,  radius  440  feet  through  81° ;  thence  northeasterly  along  a  tangent  about  115  feet  to 
the  point  of  a  curve  to  the  right,  radius  440  feet  through  5G°  30'  to  a  point  of  a  reverse 
curve;  thence  along  a  curve  to  the  left,  radius  020  feet  through  37°  30',  crossing  over  the 
Lake  Shore  Highway.  A  future  continuation  of  this  avenue  connects  with  Bailey  Penin 
sula  by  bridge. 

Gr.kdes:     The  proposed  grades  along  the  courses  of  this  highway  are  all  under  5%. 

HIGHWAY     NO.     48 

Ninth  Avenue  South  :  Existing  width,  80  feet;  proposed  width,  80  feet  from  Seat- 
tle Boulevard  to  the  center  line  of  Nevada  Street;  thence  along  a  curve  to  the  right, 
radius  (>0(t  feet  through  29°  to  a  point  of  a  reverse  curve;  thence  along  a  curve  to  the  left, 
radius  (iOO  feet  through  21°  30';  thence  along  a  tangent  to  said  curve  (the  west  mar- 
gins of  both  existing  and  proposed  streets  coinciding)  to  the  south  line  of  Sec.  17,  T. 
24  N.,  R.  4  E.,  (crossing  about  330  feet  east  of  the  quarter  corner)  ;  thence  produced  GO 
feet  to  the  point  of  a  curve  to  the  left,  radius  2,800  feet  through  9°  30' ;  thence  south- 
easterly along  a  tangent  to  said  curve  about  735  feet  to  the  point  of  a  curve  to  the  left, 
radius  550  feet  through  .50°  40'  to  a  point  of  reverse  curve;  thence  along  a  curve  to  the 
right,  radius  735  feet  through  53°  to  a  i)oint  of  reverse  curve;  thence  along  a  curve  to 
the  left,  radius  490  feet  through  53°  3(t';  thence  southeasterly  along  a  tangent  to  said 
curve  200  feet  to  the  point  of  a  curve  to  the  right,  radius  1.025  feet  through  18° ;  thence 
southeasterly  along  a  tangent  to  said  curve,  and  along  the  center  line  of  Swift  Avenue 
to  the  point  of  a  curve  to  the  left,  (about  140  feet  southeasterly  from  the  west  line  of 
Sec.  21.  T.  24  N..  R.  4  E.,),  radius  9.50  feet  through  22° ;  thence  along  a  tangent  to  said 


168  PLAN    OF     SEATTLE 

curve  alioiit  TidO  feet  to  the  jxtiiit  of  a  curve  to  the  rijjht,  radius  1, ."().")  feet  throu};h  19°, 
crossing  the  south  line  of  8ec.  21,  T.  'li  N.,  K.  4  E.,  about  I);>0  feet  east  of  the  southwest 
corner  thereof;  theuce  along  a  tangent  to  said  curve  about  1,405  feet  to  the  point  of  a 
curve  to  the  right,  radius  l.STo  feet  through  10°  30';  thence  along  a  tangent  to  said 
curve  about  1,475  feet  to  the  ])i)int  of  a  curve  to  the  left,  radius  1,5!)5  feet  through  15°; 
thence  along  a  tangent  to  said  curve  about  000  feet  to  the  point  of  a  curve  to  the  right, 
radius  700  feet  through  liO  ' ;  thence  along  a  tangent  to  said  curve  about  1)75  feet  to  the 
point  of  a  curve  to  the  left,  radius  230  feet,  through  64°  tangent  to  Highway  No.  23.  At 
this  point  the  roadways  branch,  the  continuation  of  this  highway  being  as  follows: 

Heginning  at  the  last  named  point  of  curve  and  extending  southeasterly  along  the 
center  line  of  the  avenue  produced  about  170  feet  to  an  angle  point,  turning  off  an 
angle  to  the  left  of  34"  30';  thence  southeasterly  about  275  feet  to  the  \)o\ut  of  a  curve 
to  the  right,  radius  540  feet,  through  24°  30';  thence  along  a  tangent  to  said  curve,  cross- 
ing the  south  line  of  Sec.  28,  T.  24  N.,  R.  4  E.,  about  520  feet  west  of  the  southeast 
corner  thereof,  and  extended  thence  about  415  feet  to  the  point  of  a  curve  to  the  right, 
radius  3!)0  feet,  through  44  ;  thence  along  a  tangent  to  said  curve  about  2S0  feet  to  the 
point  of  a  curve  to  the  left,  radius  780  feet,  through  28'  45' ;  thence  along  a  tangent  to 
said  curve,  crossing  the  east  line  of  Sec.  33,  T.  24  N.,  K.  4  E.,  about  2,130  feet  south 
of  the  northeast  corner  thereof;  thence  extended  about  195  feet  to  the  point  of  a  curve 
to  the  right,  radius  2,005  feet,  through  11°  ;  thence  southerly  about  1,410  feet  to  the  point 
of  a  curve  to  the  left,  radius  1,375  feet  through  17°  30';  thence  southeasterly  along  a 
tangent  to  said  curve  crossing  the  south  line  of  Sec.  34,  T.  24  N.,  R.  4  E.,  about  730  feet 
east  of  the  southwest  corner  thereof;  thence  produced  about  200  feet  to  the  point  of  a 
curve  to  the  left,  radius  320  feet,  through  34°  20';  thence  along  a  tangent  to  said  curve 
about  ()i)5  feet  to  the  point  of  a  curve  to  the  left,  radius  1,.'!70  feet,  through  32°  30'  to 
a  point  of  a  compound  curve;  thence  along  a  curve  to  the  left,  radius  550  feet  through 
100°  20'  tangent  to  the  main  highway  leading  through  Dunlap  Canyon. 

Such  portions  of  this  Highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Jlap  No.  7,  are  to  be  of  the  widths  there  shown. 

Grades:     The  proposed  grades  along  the  courses  of  this  Highway  are  all  3%  or  less. 

HIGHWAY     NO.      49 

East  Marginal  Way  :  Proposed  width,  180  feet,  except  that  portion  north  of  First 
Avenue  South  which  is  proposed  120  feet  wide,  beginning  as  a  branch  from  Central  Ave- 
nue at  a  point  about  210  feet  northwesterly  from  the  east  line  of  Sec.  10,  T.  23  N.,  R.  4 
E.,  and  extending  northwesterly,  crossing  the  north  line  of  said  section  about  1,280  feet 
east  from  the  northwest  corner  thereof;  continuing  northwesterly  about  1,200  feet  to  the 
point  of  a  curve  to  the  right,  radius  3,1(55  feet  through  9°  20' ;  thence  northwesterly 
along  a  tangent  to  said  curve  about  2,510  feet  (crossing  the  west  line  of  Sec.  4,  T.  23 
N.,  R.  4  E.,  about  1,520  feet  north  of  the  southeast  corner  of  said  section)  to  the  point 
of  a  curve  to  the  right,  radius  3,475  feet  through  17°  40';  thence  northwesterly  along 
a  tangent  to  said  curve  about  4,110  feet  (crossing  the  north  line  of  said  Sec.  4  about 
1,870  feet  west  of  the  northeast  corner  thereof)  to  the  point  of  a  curve  to  the  left, 
radius  3,215  feet  through  33°  30' ;  thence  northwesterly  along  a  tangent  to  said  curve 
about  7,780  feet  (crossing  the  north  line  of  Sec.  33,  T."  24  N.,  R.  4  E.,  about  4,150  feet 
west  of  the  northeast  corner  of  said  section)  to  the  point  of  a  curve  to  the  right,  radius 
1,995  feet  through  29°  15' ;  thence  northwesterly  along  a  tangent  to  said  curve  0,000  feet 
to  the  point  of  a  curve  to  the  left,  radius  2,905  feet  through  22°  50' ;  thence  northwest- 
erly about  2,515  feet  to  West  Spokane  Street. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Maps  Nos.  7  and  8,  are  to  be  of  the  widths  there  shown. 

Grades:    The  proposed  grades  along  this  highway  are  all  less  than  3%. 


APPENDIXNO.I  169 

HIGHWAY     NO.     50 

West  Makginal  Way:  Proposed  width,  130  feet.  Beginning  at  a  point  on  the 
south  line  of  Sec.  20,  T.  23  N.,  R.  4  E.,  about  1,440  feet  west  of  the  southeast  corner  of 
said  section;  thence  northeasterly,  crossing  the  north  line  of  .said  section  2(i  about  27.^ 
feet  west  of  tlie  northeast  corner  thereof;  continuing  northea.sterly  about  42.")  feet  to  tlie 
point  of  a  curve  to  the  left,  radius  2,285  feet  through  33°;  thence  northwesterly  along  a 
tangent  to  said  curve  about  3,540  feet  to  the  point  of  a  curve  to  the  left,  radius  2,390 
feet  through  25°,  crossing  the  north  line  of  Sec.  23,  T.  23  N.,  R.  4  E.,  about  1,500  feet 
west  of  the  northeast  corner  thereof;  thence  northwesterly  along  a  tangent  to  said  curve 
about  2,425  feet  to  the  point  of  a  curve  to  the  right,  radius  9,GG0  feet  through  4°  30'; 
thence  northwesterly  (crossing  the  west  line  of  Sec.  14,  T.  23  N.,  R.  4  E.,  about  1,420 
feet  north  of  the  west  quarter  corner  of  said  section)  about  4,085  feet  to  the  point  of  a 
curve  to  the  left,  radius  2,775  feet  through  10°  30';  thence  northwesterly  along  a  tan- 
gent to  said  curve  about  1,930  feet  to  the  point  of  a  curve  to  the  right,  radius  3,300  feet 
through  9°  30';  thence  northwesterly  along  a  tangent  to  said  curve  3,880  feet  (crossing 
the  south  line  of  Sec.  4,  T.  23  X.,  R.  4  E.,  about  1,205  feet  west  of  the  southeast  corner  of 
said  section)  to  the  point  of  a  curve  to  the  right,  radius  2,240  feet  through  12°  40';  thence 
northwesterly  along  a  tangent  to  the  said  curve  about  2,105  feet  to  the  point  of  a 
curve  to  the  right,  radius  2,SC0  feet  through  8°  10' ;  thence  northwesterly  along  a  tangent 
to  said  curve  about  3,925  feet  to  the  point  of  a  curve  to  the  left,  radius  1,485  feet 
through  20°  50';  thence  northwesterly  along  a  tangent  to  said  curve  about  8.8.50  feet  to 
the  point  of  a  curve  to  the  right,  radius  1,395  feet  through  34°  30';  thence  northwest- 
erly along  a  tangent  to  said  curve  about  0,275  feet  to  the  point  of  a  curve  to  the  left, 
radius  3,800  feet  through  7° ;  thence  northwesterly  about  4,070  feet  to  the  center  line 
of  West  Spokane  Street. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Maps  Nos.  7  and  8,  are  to  be  of  the  widths  there  shown. 

Grades:     The  proposed  grades  along  this  highway  are  all  3%  or  less. 


HIGHWAY     NO.     51 

Beacon  Avenue:  Existing  width,  80  feet;  proposed  width,  126  feet  from  Stevens 
Street  to  Forrest  Street. 

Seventeenth  Avenue  South:  Existing  width,  variable;  proposed  width,  CO  feet, 
from  Beacon  Avenue  to  Lander  Street;  existing  width  GO  feet  from  Lander  Street  to 
Corwin  Place. 

GRADES 

Beacon  Avenue:     Existing,  0.4%   Stevens  to  Lander  Street. 

Seventeenth  Avenue  South:  Grade  at  Beacon  Avenue;  thence  existing  0.7%  to 
McClellan  Street;  proposed  2.2%  to  4.1  foot  cut  at  Lander  Street;  proposed  4%  to  5.1 
foot  cut  at  Wait  Street;  proposed  4%  to  5.1  foot  cut  at  Bay  View  Street;  proposed  4% 
to  3.5  foot  fill  at  College  Street;  proposed  4%  to  1.5  foot  cut  at  Walker  Street;  proposed 
4%  to  7.0  foot  cut  at  Hill  Street;  proposed  4%  to  grade  at  Plum  Street;  proposed  4.7% 
to  5.5  foot  fill  at  Holgate  Street;  proposed  4.7%  to  19.0  foot  fill  at  Grand  Street;  pro- 
posed 4.7%  to  15.0  foot  fill  at  State  Street;  proposed  4.7%  to  18.0  foot  fill  at  Massa- 
chu.setts  Street;  proposed  4.7%  to  2.0  foot  fill  at  Atlantic  Street;  proposed  4.7%  to  grade 
at  Corwin  I'lace. 

GRADE 

Corwin  Place:     Proposed  grade  under  3%  Atlantic  Street  to  Dearborn  Street. 


170  PLAN     OF     SEATTLE 

U  I  (i  11  \V  A  Y     NO.     r,  2 

^A'EST  Alaska  Stkicict:  Existing  width,  GO  feet;  proposed  width,  6G  feet  from  Alki 
Avenue  to  Jacobson  Road. 

Jacobson  Koad:  Existing  width,  GO  feet;  proposed  width,  GG  feet  from  West  Alaska 
Street  to  a  point  of  a  curve  to  the  rijiht  (about  85  feet  south  of  Villa  Street),  radius  ."jOT 
feet,  through  '2'>  ;  thence  southcasterlv  along  a  tangent  to  said  curve  about  4!t.j  feet  to 
the  point  of  a  curve  to  the  right,  radius  3i.'8  feet  through  27"  oiV,  tangent  to  Fifty-second 
Avenue  Southwest,  about  ISO  feet  north  of  West  Hudson  Street;  thence  south  on  Fifty- 
second  Avenue  Southwest,  existing  width  GO  feet;  proposed  width,  GG  feet  to  West  Hud- 
son Street. 

SoL'TiiEASTEKi.Y  DIAGONAL :  Proposed  width,  GG  feet,  connecting  the  intersections 
of  Fifty-second  Avenue  Southwest  and  West  Hudson  Street  and  Fifty-first  Avenue 
Southwest  and  West  Dawson  Street. 

West  Daw.son  Street:  Existing  width,  (!0  feet;  proposed  width,  GG  feet,  Fifty-first 
Avenue  Southwest  to  Forty-eighth  Avenue  Southwest.  The  course  from  this  point  was 
not  determined  definitely,  but  extends  southeasterly  to  Forty  seventh  Avenue  Southwest 
about  midway  between  West  Dawson  Street  and  West  Brandon  Street;  thence  east  to 
about  Forty  sixth  Avenue  Southwest  and  northerly  to  the  intersection  of  Forty-fifth  Ave- 
nue Southwest  and  West  Hudson  Street. 

Northeasterly  Diagonal:  Proposed  width,  GG  feet,  from  West  Hudson  Street  and 
Forty-fifth  Avenue  Southwest  to  California  Avenue  and  West  Alaska  Street. 

West  Alaska  Street:  Existing  width,  variable.  California  Avenue  to  Thirty-ninth 
Avenue  Southwest. 

Grades:     The  proposed  grades  along  this  highway  will  not  exceed  7%. 

HIGHWAY     NO.     53 

Twenty-first  Avenue  South:  Existing  width,  GG  feet.  Rainier  Avenue  to  Day 
Street. 

Northwesterly  Diagonal:  Proposed  width,  66  feet,  connecting  the  intersection 
of  Day  Street  (as  proposed  below),  and  Twenty-first  Avenue  South  with  Bush  Place 
and  Rainier  Avenue. 

Day  Street:  Proposed  width,  G6  feet  (center  line  coincides  with  Day  Street  east 
of  Bradner  Place),  from  Twenty  first  Avenue  South  to  Y'akima  Avenue;  thence  a  pro- 
posed tunnel  to  Thirty-fifth  Avenue  South,  a  circular  space  200  feet  in  diameter,  with 
the  center  of  the  circle  on  the  center  line  of  Day  Street,  as  proposed,  to  be  introduced 
between  Thirty-fifth  Avenue  South  and  Thirty-sixth  Avenue  South.  A  northerly  ap 
proach  from  this  space,  proposed  width  66  feet,  connects  with  the  intersection  of  Thirty- 
fifth  Avenue  South  and  Norman  Street  and  a  southerly  approach  GG  feet  wide  connects 
with  the  intersection  of  Lake  Avenue  and  Massachusetts  Street.  Steps  should  lead  di- 
rectly down  to  the  lake  shore. 

grades 

Twenty  first  Avenue  South  :  Proposed  grade  4.3%,  Rainier  Avenue  to  Day  Street. 
Remaining  grades  all  3%  or  less. 

HIGHWAY     NO.     54 

Forty -EIGHTH  Avenue  Southwest:  Existing  width,  60  feet;  proposed  width  GG 
feet,  from  Alki  Avenue  to  a  point  about  130  feet  south  of  West  Holly  Street,  thence 
along  a  curve  to  the  right,  radius  1G5  feet,  through  131°  20'  to  a  point  of  reverse  curve; 
thence  along  a  curve  to  the  left,  radius  4S0  feet,  through  4G°  50'  to  a  point  of  a  reverse 
curve;  thence  along  a  curve  to  the  right,  radius  140  feet  through  133^  30';  thence  along 
a  tangent  to  said  curve  about  275  feet ;  thence  along  a  curve  to  the  left,  radius  70  feet, 
through  194',  tangent  to  Fauntleroy  Avenue  extension. 


APPENDIXNO.I  171 

Grades:  The  jirojiosed  grades  aloug  this  highway  are  all  5%.  A  retaining  wall 
must  be  built  along  Fauutleroy  Avenue,  siuce  no  space  remains  for  making  slopes,  the 
grades  of  the  two  streets  being  about  25  feet  apart  at  the  extreme  point. 

HIGHWAY     NO.     55 

Proposed  width,  84  feet.  A  street  having  a  5%  maximum  grade  can  be  built,  begin- 
ning at  Three  Tree  Point  and  extending  northeasterly  following  the  topograi)hy  until  the 
gulch  coming  down  to  the  graded  County  Road  is  met,  and  following  up  this  gulch  to 
the  bench  land.  Thence  passing  the  west  end  of  Lake  Burieu  to  about  the  west  quarter 
corner  of  Sec.  19,  T.  23  N.,  R.  4  E.,  and  extending  northeasterly  to  the  west  quarter  cor- 
ner of  Sec.  !),  T.  23  N.,  R.  4  E.,  and  continuing  to  about  the  north  and  south  center  Hue 
of  said  section,  connecting  with  the  Military  Road. 

A  branch  with  a  proposed  width  of  84  feet  extends  north  from  the  south  quarter  cor- 
ner of  Sec.  6,  T.  23  N.,  R.  4  E.,  to  a  connection  with  the  First  Avenue  South  line. 

HIGHWAY     NO.     56 

Propo.sed  width,  84  feet.  This  highway  follows  what  is  known  as  the  Military  Road, 
from  the  north  line  of  Sec.  27,  T.  23  N.,  R  4  E.,  northward  to  the  junction  with  the  Sun- 
nydale  Road.  Several  deviations  are  suggested  from  the  existing  line  to  improve  both 
grade  and  line.     This  route  can  be  made  practicable  for  a  3%  grade. 

E.\sT  Br.\nch  :  Proitosed  width,  (iCi  feet.  This  branch  extends  from  the  junction 
mentioned  above  in  a  northerly  direction  to  connection  with  the  West  Marginal  >Vay, 
crossing  the  proposed  Duwamish  Waterway  by  bridge  and  continuing  northeasterly  to  a 
connection  with  the  highways  entering  Dunlap  Canyon. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  Map  No.  7,  are  to  be  of  the  widths  there  shown. 

Northern  Branch  :  Proposed  width,  84  feet.  Beginning  at  the  junction  of  the 
Military  Road  and  the  Sunnydale  Road  in  the  NWV4  of  Sec.  0,  T.  23  N.,  R.  4  E.,  thence 
extending  in  a  northwesterly  direction,  following  the  topography  to  about  the  intersec- 
tion of  Cambridge  Street  and  Fourteenth  Avenues  South,  i)roduced. 

Fourteenth  Avenue  South  (and  Fourteenth  Avenue  South  Produced)  :  Exist- 
ing width,  GO  feet;  proposed  width,  84  feet,  from  Cambridge  Street,  produced  to  about 
Rose  Street,  where  a  bridge  crossing  the  proposed  Duwamish  "Waterway  is  introduced; 
thence  northwesterly  practically  following  Fourteenth  Avenue  South  to  a  connection  with 
Central  Avenue,  an  overhead  crossing  connecting  with  the  hillside  proposed  street  on 
Graham  Street. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  Map  No.  7,  are  to  be  of  the  widths  there  shown. 

Grades:  The  proposed  grades  along  this  highway  are  generally  less  than  3%,  but 
upon  the  southern  extremity  5%  maximum  will  be  required. 

HIGHWAY     NO.     57 

Proposed  width,  6fi  feet.  The  purpose  of  this  route  is  to  furnish  a  connection  in  an 
approximately  east  and  west  direction,  and  begins  as  a  branch  from  the  First  Avenue 
South  Highway,  in  the  NE14  of  Sec.  29,  T.  23  N.,  R.  4  E.,  thence  extending  north 
easterly,  jiassing  through  the  northwest  corner  of  Sec.  28,  T.  23  N.,  R.  4  E.,  thence  along 
a  curved  line  suggested  by  the  topography  through  and  acro.ss  the  southern  portion  of 
Sec.  21,  T.  23  N.,  R.  4  E.,  thence  in  a  northeasterly  direction,  connecting  with  the  highway 
leading  to  Riverton  in  the  northeast  corner  of  Sec.  22,  T.  23  N.,  R.  4  E. 

Grades:     The  proposed  grades  along  this  highway  should  not  exceed  5%. 


172  PLAN    OF     SEATTLE 

H  I  G  H  \N'  A  Y     X  O  .     5  8 

Proposed  width,  84  feet.  Beginning  at  the  south  line  of  Sec.  20,  T.  23  N.,  R.  4  E., 
about  2,200  feet  east  of  the  southwest  corner  of  said  section,  and  extending  in  a  north- 
westerly direction  to  about  the  west  quarter  corner  of  Sec.  23,  T.  23  N.,  K.  4  K. ;  tlience 
north  along  the  west  line  of  said  section  to  the  northwest  corner  thereof.  From  this  point 
the  course  is  northwesterly  along  a  curved  line,  conforming  to  the  topograjihy  crossing  at 
about  the  north  quarter  corner  of  Sec.  15,  T.  23  N.,  R.  4  E.  Thence  the  highway  extends 
north  to  Riverton  and  cros.ses  the  Marginal  Ways  and  the  propo.sed  Duwamish  Water- 
way by  bridge,  at  right  angles,  extending  northeasterly  to  an  overhead  approach  to  the 
Blutr   Road   leading  south    from    Dunlap   Canyon. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Maps  Nos.  8  and  18,  are  to  be  of  the  widths  there  shown. 

Eastek.n"  Br.vncu  :  Proposed  width,  84  feet.  Beginning  at  the  junction  of  the  i)ro- 
posed  avenues  at  about  the  northwest  corner  of  Sec.  23,  T.  23  N.,  R.  4  E.,  and  extending 
southeasterly  along  a  curved  line  to  about  the  north  and  south  center  line  of  Sec.  23, 
T.  23  X.,  R.  4  E.  ;  thence  east  paralleling  the  south  line  of  said  section  and  about  1,320 
feet  north  thereof,  to  the  highway  on  the  north  and  south  center  line  of  Sec.  It),  T.  23  N., 
R.  u  E. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront,  as  shown  on  Map  No.  8,  are  to  be  of  the  widths  there  shown. 

Ghades:  The  proi)Osed  grades  of  this  highway  and  its  branch  are  generally  less 
than  3%  but  should  not  exceed  5%. 

HIGHWAY    NO.     60 

Proposed  width,  84  feet.  Beginning  at  about  the  south  ipiarter  corner  of  Sec.  14, 
T.  23  N.,  R.  4  E.,  and  extending  thence  east  along  the  south  line  of  said  section  and  to 
the  .south  quarter  corner  of  Sec.  18,  T.  23  N.,  R.  5  E. ;  thence  extending  northeasterly 
and  east  along  a  platted  street  in  Renton,  situated  about  4.50  feet  north  of  the  south  line 
of  said  Sec.  18,  and  connecting  with  the  main  north  and  south  highway  in  Sec.  17,  T.  23 
N.,  R.  5  E. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of  the 
waterfront,  as  shown  on  the  Maps  Nos.  8  and  18,  are  to  be  of  the  widths  there  shown. 

HIGHWAY     NO.     61 

Proposed  width,  84  feet.  Beginning  at  a  point  on  Central  Avenue  as  proposed  in 
the  SWVi  of  Sec.  25,  T.  23  N.,  R.  4  E.,  and  extending  thence  in  a  northeasterly  direc- 
tion, crossing  the  northeast  corner  of  said  Sec.  25,  and  continuing  northeasterly  to  the 
northeast  corner  of  Sec.  19,  T.  23  N.,  R.  5  E.,  and  extending  thence  northeasterly  to  a 
connection  with  the  north  and  south  highway  in  Sec.  17,  T.  23  N.,  R.  5  E. 

Grades:     The  proposed  grades  of  this  highway  are  all  less  than  3%. 

HIGHWAY     NO.     62 

Renton-Bothell  Routes:  Proposed  width,  IGO  feet,  combined  highways  and  boule- 
vard, except  through  the  Town  of  Renton,  and  where  affected  by  jiroposed  waterfront  de- 
velojinient  as  indicated  on  maps  showing  the  proposed  improvements  along  the  east  shore 
of  Lake  Washington.  Beginning  at  the  south  line  of  Sec.  20,  T.  23  N.,  R.  5  E.,  and 
extending  north  parallel  to  and  about  700  feet  east  of  the  west  line  of  said  section  and 
extending  north  to  about  the  east  and  west  center  line  of  Sec.  17,  T.  23  N.,  R.  5  E. ;  thence 
in  a  northeasterly  direction,  crossing  the  proposed  Cedar  River  Waterway;  thence  north- 
erly along  Garden  Avenue  as  platted  and  produced  in  an  approximately  northerly  direc- 
tion through  Sees.  8  and  5  of  T.  23  N..  R.  5  E..  and  extending  northerly  to  about  the  east 
and  west  center  line  of  Sec.  32,  T.  24  N.,  R.  5  E. ;  thence  easterly  along  a  rever.se  curve, 


APPENDIXNO.I  173 

tangent  to  a  line  crossing  the  north  line  of  said  section  about  1,320  feet  west  of  the  north- 
east corner  thereof;  thence  in  a  northeasterly  direction  along  a  slightly  curved  line  sug- 
gested by  the  topography,  to  about  the  center  of  Sec.  16,  T.  24  N.,  K.  o  E. ;  thence  north 
to  the  north  (piarter  corner  of  said  Sec.  10;  thence  in  a  northwesterly  direction  to  about 
the  west  quarter  corner  of  Sec.  4,  T.  24  N.,  R.  5  E. ;  thence  in  a  northerly  direction 
through  the  easterly  portions  of  Sec.  5,  T.  24  N.,  R.  5  E.,  and  of  Sec.  32,  T.  25  N.,  R. 
5  E.,  crossing  the  northeast  corner  of  said  Sec.  32  and  passing  through  the  west  portion 
of  Sec.  28,  T.  25  N..  R.  5  E.,  crossing  at  the  northwest  corner  of  said  Sec.  28;  thence 
in  a  northwesterly  direction,  crossing  the  north  line  of  Sec.  20,  T.  25  N.,  R.  5  E.,  at 
about  the  north  quarter  corner  of  said  section ;  thence  in  a  northwesterly  idrection  to 
about  the  east  and  west  center  line  of  Sec.  17,  T.  25  N.,  R.  5  E.;  thence  along  a  curved 
line  in  a  north  and  northeasterly  direction,  crossing  the  north  line  of  said  Sec.  17  at  about 
the  north  quarter  corner  thereof;  thence  along  a  curved  line  in  a  northeasterly  direc- 
tion to  the  northeast  corner  of  Sec.  8,  T.  25  N.,  R.  5  E.,  extending  northeasterly  through 
Sec.  4,  T.  25  N.,  R.  4  E.,  and  crossing  the  north  line  of  said  .section  about  1,320  feet  east 
of  the  northwest  corner  thereof;  thence  in  a  noi-therly  direction  crossing  the  north  line 
of  Sec.  23.  T.  20  N.,  R.  5  E.,  about  1,320  feet  east  of  the  northwest  corner  of  said  sec- 
tion ;  thence  northwesterly,  cro.ssing  the  west  line  of  Sec.  28,  T.  20  N.,  R.  5  E.,  at  about 
the  west  quarter  corner  of  said  section;  thence  northwesterly,  crossing  the  north  line  of 
Sec.  20,  T.  20  N.,  R.  5  E.,  at  about  the  north  quarter  corner  of  said  section ;  thence  in 
a  northwesterly  direction  through  Sec.  20.  T.  26  N.,  R.  5  E.,  crossing  the  north  line  of 
said  section,  about  000  feet  east  of  the  northwest  corner  thereof;  thence  northwesterly 
across  the  southwest  corner  of  Sec.  17,  T.  26  X.,  R.  5  E. ;  thence  in  a  northwesterly  and 
northerly  direction  along  a  curved  line  through  Sec.  18,  T.  20  N.,  R.  5  E.,  crossing  the 
north  line  of  said  Sec.  18,  about  000  feet  west  of  the  northeast  corner  thereof;  thence 
northeasterly  to  the  east  line  of  Sec.  7,  T.  26  X.,  R.  5  E.,  touching  at  about  the  east 
quarter  corner  of  said  section ;  thence  along  a  curved  line  in  a  northwesterly  direction 
to  the  Town  of  Rothell. 

Such  portions  of  this  highway  as  are  included  in  the  plan  for  the  development  of 
the  waterfront  as  shown  on  Maps  Nos.  15,  10,  17  and  18,  are  to  be  of  the  widths  there 
shown. 

Grade  :  The  proposed  grades  along  the  courses  described  for  this  highway  are  all 
3%  or  less. 

HIGHWAY     X  0 .     63 

Widths  variable.  This  highway  begins  as  a  branch  from  the  Renton-Bothell  Route 
in  Sec.  20,  T.  26  N.,  R.  5  E.,  beginning  at  about  the  east  and  west  center  line  of  Sec.  20, 
T.  26  X'.,  R.  5  E.,  and  extending  thence  south,  crossing  the  south  line  of  said  section 
to  about  1,400  feet  east  of  the  southwest  corner  thereof;  thence  in  a  southwesterly  di- 
rection, crossing  the  east  line  of  Sec.  30,  T.  20  X..  R.  5  E.,  about  2.300  feet  north  of  the 
southeast  corner  thereof,  and  continuing  southwesterly  about  020  feet  to  a  line  corre- 
sponding with  Market  Street  in  the  Town  of  Kirkland,  produced  North,  thence  south 
about  3,000  feet ;  thence  southwesterly  and  along  the  shore  of  the  lake  in  front  of  Kirk- 
land and  Sees.  8  and  17,  T.  25  X.,  R.  5  E. ;  thence  southeasterly  to  a  connection  with 
the  Renton-Bothell  Road  at  about  the  southeast  corner  of  Sec.  20,  T.  25  N.,  R.  5  E. 

Such  portions  of  this  highway  as  are  included  in  the  ]ilan  for  the  development  of  the 
waterfront,  as  shown  on  Map  Xo.  15,  are  to  be  of  the  widths  there  shown. 

Two  branches  of  this  highway  are  proposed,  each  84  feet  wide,  one  extending  east 
from  Juanita  Bay  to  the  Renton-Bothell  Road,  the  other  begins  at  the  ferry  landing  at 
Kirkland  and  extends  east  along  Lake  Avenue  to  Maple  Avenue;  thence  north  along 
Maple  Avenue  (crossing  under  the  X^orthern  Pacific  Railway  at  about  Jefferson  Street), 
and  paralleling  the  said  railway  right-of-way,  connecting  with  the  Renton-Bothell  liigh- 
way  in  Sec.  33,  T.  20  X.,  R.  5  E. " 


n-i  PLAN     OF     SEATTLE 

HIGHWAY     NO.     (M 

Highway  No.  04 :  Tlii.s  Hinli\v;iy  coiinccls  Hij;li\viiys  Nos.  (12  and  (Ji);  branchinj^  o(T 
from  Highway  No.  (>.")  at  a  point  alxml  (i.'d)  Iwl  norlli  of  and  1,(1(10  feet  east  of  tlie  V^ 
corner,  between  Sections  .">  and  S,  T.  2-t  N.,  H.  o  ]•>.,  running  tlienee  northerly  through 
Section  5,  T.  24  N.,  U.  5  E.,  and  Section  :\2,  T.  2;j  N..  K.  a  E.,  to  a  point  about  I.IHK)  leet 
north  of  and  1,025  feet  east  of  the  center  of  Section  :!2,  T.  25  N.,  R.  5  E. ;  said  point  being 
the  |)oint  of  curve  to  tlie  rigiit,  radius  2,0."0  feet,  tlirough  4!)'  '.W",  tlience  l)y  tangent 
northeasterly  to  intersection  of  Highway  No.  02.  at  a  i)oint  about  750  feet  north  of  and 
100  feet  east  of  tlie  corners  to  Sections  28,  2!),  32  and  ;!.'!,  T.  25  N.,  R.  5  E. 

East  and  Wicst  Branch  :  This  branch  connects  Highways  Nos.  04  and  02  about  875 
feet  north  of  and  parallel  to  the  south  line  of  Section  :!2,  T.  25  N.,  K.  5  E. 

WiDi'iis:  120  feet  from  Highway  No.  ()2  to  a  point  875  feet  north  of  the  south  line 
of  Section  32,  T.  25  N.,  R.  5  IC,  (K!  feet  from  this  point  to  Highway  No.  ti2. 

East  and  West  Branch,  84  feet  wide. 

HIGHWAY     NO.     0  5 

Proposed  widths  variable.  This  highway  begins  at  the  shore  of  Lake  Washington  at 
about  the  east  and  west  center  line  of  Sec.  8,  T.  24  N.,  R.  5  E.,  and  extends  easterly  along 
the  shore  of  the  lake  to  Mercer  Slough  ;  thence  north  along  Hugh  Street  (and  Hugh  Street 
I)rodHced  south),  as  platted  in  Qualheims' Lake  Washington  Acre  Tracts;  thence  north- 
westerly, crossing  the  south  line  of  Sec.  5.  T.  24  N.,  R.  5  E.,  about  1,025  feet  west 
of  the  southeast  corner  thereof;  thence  northwest  along  a  curved  line,  crossing  the  north 
line  of  said  Sec.  5,  about  1,550  feet  east  of  the  northwest  corner  thereof;  thence  continu- 
ing northwesterly  along  the  sliore  of  Jleydenbauer  Bay,  and  crossing  the  south  line  of 
Sec.  30,  T.  25  N.,  R.  5  E.,  about  1,500  feet  east  of  the  southwest  corner  of  said  section, 
continuing  northwesterly  into  the  SWif;  thereof,  and  curving  to  the  left  and  extending 
southwesterly  to  the  shore  of  the  lake.  The  northerly  extension  of  this  highway  lies 
about  700  feet  east  of  and  parallel  to  the  west  line  of  said  Sec.  30,  and  See.  19,  T.  25  N., 
R.  5  E.,  to  a  iK)int  about  1,400  feet  north  of  the  south  line  of  said  Sec.  19. 

From  tliis  point  the  highway  extends  northeasterly  to  about  the  east  and  west  center 
line  of  Sec.  19,  T.  25  N.,  R.  5  E. ;  thence  north  along  a  line  about  3.50  feet  west  of  and 
parallel  to  the  north  and  south  center  line  of  said  Sec.  19,  crossing  the  north  line  thereof 
about  2,200  feet  east  of  the  northwest  corner  thereof. 

Thence  the  highway  follows  a  curve  to  the  I'ight,  conforming  to  the  topography, 
and  returns  to  the  north  line  of  Sec.  19,  to  point  about  1,300  feet  west  of  the  northeast 
corner  of  said  section  ;  thence  east  to  the  said  northeast  corner,  and  thence  northeasterly 
to  a  connection  with  Highway  No.  03. 

Wksteri.y  Branch:  At  a  point  where  this  highway  crosses  the  south  line  of  Sec. 
25,  T.  25  N.,  R.  4  E.,  the  westerly  branch  runs  west  to  the  center  line  of  said  Sec.  25; 
thence  north  to  the  south  quarter  corner  of  Sec.  24;  thence  crossing  to  the  right,  with 
a  curve  of  1,320  feet  radius,  through  an  angle  of  90° ;  thence  due  east  to  a  junction  with 
the  main  line  in  the  SWVt  of  Sec.  19;  all  widths  to  be  as  shown  on  Maps  Nos.  10  and  17. 

H  I  G  H  ^A•  A  Y     N  O  .     0  0 

(proposed  width  00  feet) 

Bi.ANCHARD  Street:  Existing  width,  00  feet,  from  the  marginal  street  of  the  ])ro 
posed  Civic  Center  to  Denny  Way. 

Bi.ANCHARD  Street  Prodiced:  Proposed  width,  00  feet,  from  Denny  Way  to  Lake- 
view  Boulevard. 

The  continuation  of  this  proposed  highway  connects  at  a  jioint  on  the  center  line  of 
Lakeview  Boulevard  (said  ])oint  being  about  85  feet  north  of  the  angle  i)oint  in  said 
street  and  lying  north  of  East  Roy  Street)  with  a  point  on  Melrose  Avenue  North,  about 
90  feet  south  of  the  south  line  of  East  Roy  Street. 


APPENDIXNO.I  175 

Melrose  Avenue  North:  Existing  width,  00  feet;  proposed  width,  GO  feet  from 
above  angle  point  to  Kast  Mercer  Street,  and  to  an  angle  point  about  40  feet  south  of 
the  intersection  of  East  Mercer  Street. 

SouTHEASTKKLY  Diagonal:  Proposed  width,  00  feet,  extending  southeasterly  from 
above  angle  point  about  710  feet  to  the  point  of  a  curve  to  the  left,  radius  190  feet,  through 
159°  30'  tangent  to  Summit  Avenue  North  about  155  feet  north  of  the  north  line  of  East 
Republican  Street. 

East  Kei-ldlican  Street:  Existing  width,  00  feet;  proposed  width,  (iO  feet,  from 
East  Harrison  Street  to  north  line  of  East  Republican  Street;  thence  along  a  curve  to  the 
right,  radius  300  feet,  through  'M'>' ;  thence  northeasterly  along  a  tangent  to  said  curve 
about  ;>8((  feet  to  the  point  of  a  curve  to  the  right,  radius  470  feet,  through  54'  30',  tan- 
gent to  East  Roy  Street  at  a  point  10  feet  west  of  the  west  line  of  Harvard  Avenue  North. 

East  Roy  Street:  Existing  width,  variable;  proposed  width,  CO  feet,  from  Harvard 
Avenue  North  to  Federal  Avenue. 

Grades:  The  proposed  grades  along  this  highway  conform  with  grades  of  the  in- 
tersected streets  as  nearly  as  possible,  and  are  not  to  exceed  7%.  That  portion  of  Blanch- 
ai'd  Street  produced,  lying  between  Republican  Street  and  Lakeview  Boulevard  is  pro- 
po.sed  as  a  viaduct  passing  over  both  Howard  Avenue  North  and  Eastlake  Avenue. 

HIGHWAY     NO.     07 

Broad  Street:     Existing  width,  80  feet,  from  .John  Street  to  Mercer  Street. 
Broad  Street  Prodi'ced:     Proposed  width,  SO  feet,  from  John  Street  to  Denny  Way, 
and  from  Mercer  Street  to  Westlake  Avenue. 

Denny  Way  :  Existing  and  proposed  width,  GO  feet,  from  Third  Avenue  to  Fairview 
Avenue. 

Northwesterly  Diagonal:  Proposed  width,  GO  feet.  This  street  is  laid  out  symet- 
rical  with  Broad  Street  as  referred  to  the  east  line  of  Fourth  Avenue  North  and  extends 
from  a  point  on  the  center  line  of  Denny  Way  about  85  feet  east  of  the  center  line  of 
Fifth  Avenue  North  to  an  angle  point  100  feet  east  and  30  feet  south  of  the  intersection 
of  First  Avenue  North  and  Mercer  Street,  said  angle  being  about  4°  45';  thence  north- 
westerly about  1,200  feet  to  the  point  of  a  curve  to  the  left,  radius  275  feet  through  37° 
45'  tangent  to  Olympic  Place  20  feet  east  of  the  intersection  of  Second  Avenue  West. 

Olympic  Place:  Existing  width,  06  feet  from  Second  Avenue  North  to  Epier  Place 
(south  margin);  thence  along  a  curve  to  the  right,  radius  505  feet  through  40-  45'; 
thence  northwesterly  along  a  tangent  to  said  curve  about  0S5  feet  to  the  point  of  a  curve 
to  the  right,  radius  795  feet,  through  13°  30',  tangent  to  a  line  parallel  to  and  33  feet  west 
of  the  present  center  line  of  Eighth  Avenue  West  on  the  south  margin  of  West  Lee 
Street. 

Ei(;iiTii  Avenue  ^Vest:  Proposed  double  radius  between  West  Lee  Street  and  West 
Blaine  Street  the  necessary  G6  foot  street  being  obtained  by  widening,  taking  29  feet  off 
of  the  west  side. 

Northeasterly  Diagonal:  Proposed  width,  60  feet,  connecting  the  intersection  of 
Eighth  Avenue  West  and  West  Blaine  Street  with  Seventh  Avenue  West  and  West  Howe 
Street. 

West  Howe  Street:  Existing  width  variable;  proposed  width,  00  feet,  from  Sev- 
enth Avenue  West  to  Fifth  Avenue  West. 

Grades:  The  proposed  grades  of  this  highway  are  intended  to  conform  to  the  ex- 
isting grades  iuter.sected  as  nearly  as  jtossible  and  do  not  exceed  5%  on  the  portion  east 
of  Third  Avenue  ^Aest  or  north  of  West  Lee  Street.  On  the  remainder  a  6%  maximum 
grade  may  be  obtain;)ble  without  materially  changing  the  existing  conditions,  excei)t  on 
Denny  Way  between  Terry  Avenue  and  Fairview  Avenue,  where  a  regrade  is  probable 


176  PLAN    OF     SEATTLE 

and  necessarj  to  obtain  a  maximum  5%  grade.  On  01yiiii)i(;  Place  between  Third  Ave- 
nue West  and  Epler  Place,  a  regrade  would  be  necessary,  making  a  maximum  till  of  about 
4  feet  at  Fifth  Avenue  West. 

H  I  G  H  W  A  Y     N  O  .     (5  8 

Pine  Street  and  East  Pine  Street:  Existing  width,  SO  feet,  Fourth  Avenue  to 
Summit  Avenue. 

Fourth  Avenue  :  Existing  width,  90  feet,  Pike  Street  to  the  Civic  Center  marginal 
street. 

Civic  Center  Marginal  Street:     Proposed  width,  80  feet. 

Third  Avenue:     Existing  width,  90  feet,  Kell  Street  to  Denny  W'ay. 

Ninth  Avenue  North  :  Existing  width,  OC  feet ;  proposed  width,  84  feet,  Valley 
Street  to  Denny  Way. 

Ninth  Avenue  North  Produced:  Proposed  width,  84  feet,  connecting  the  inter- 
section of  Ninth  Avenne  North  and  Denny  Way  with  the  intersection  of  Fourth  Avenue 
and  Olive  Street. 


APPENDIX     NO.     II 

Park  and  Playground  Descriptions 

PROPOSED     PARK     AREAS 

Tentative  selections  have  been  made  for  parks  located  as  follows : 

(1)  Fractional  Syi  of  Sec.  35,  T.  27  N.,  R.  3  E.  W.  M.,  containing  about  235  acres. 

(2)  Si/o  of  the  NW14.  and  the  SWVt  of  the  SW14 ;  the  Ei/o  of  the  NE14  of  the 
SWi/i;  the  SEi^  of  the  SW14,  and  the  W>4  of  the  Wi/o  of  the  SE14  of  Sec.  32,  T.  27 
N.,  R.  4  E.  W.  M.,  containing  about  150  acres. 

(3)  The  W^  and  the  W.  500  feet  of  the  Ey^  of  Sec.  2,  and  the  E.  GOO  feet  of  Sec.  3, 
and  the  E.  GoO  feet  of  the  W.  1,880  feet  of  fractional  Sec.  11,  T.  2G  N.,  R.  4  E.  W.  M., 
containing  about  475  acres. 

(4)  The  NW14  of  the  NEi/4  of  Sec.  12,  T.  2G  N.,  R.  3  E.  W.  M.,  containing  about 
40  acres. 

(5)  A  strip  of  land  about  500  feet  wide  by  2,400  feet  long,  lying  in  the  SE14  of 
Sec.  12,  T.  2G  N.,  R.  3  E.,  and  the  SW14  of  the  SWy4  of  Sec.  7,  T.  2G  N.,  R.  4  E.  W.  M., 
containing  about  28  acres. 

(6)  The  S.  2,000  feet  of  the  SWi/4,  and  the  W.  G60  feet  of  the  S.  2,000  feet  of  the 
SE14  of  Sec.  8,  T.  20  N.,  R.  4  E.  W.  M.,  containing  about  150  acres. 

(7)  The  SEVi  of  the  NE14,  and  the  NEVi  of  the  SE14  of  Sec.  16,  also  a  strip  300 
feet  on  either  side  of  the  east  and  west  center  line  through  Sec.  15 ;  all  in  T.  26  N.,  R.  4 
E.,  containing  about  100  acres.     (Strip  to  follow  small  creek.) 

(8)  The  SE14  and  the  Si/o  of  the  SJ^  of  the  NEi/i  of  Sec.  13,  T.  26  N.,  R.  4  E.  W  M., 
containing  200  acres. 

(9)  The  NE14  of  the  NW14,  and  Wi/o  of  the  NWV4  of  the  NE14  of  Sec.  20,  T.  26 
N.,  R.  4  E.,  containing  about  GO  acres. 

(10)  That  portion  of  Sec.  19  lying  between  Greenwood  Avenue,  the  Seattle-Everett 
Interurban  right-of-way,  south  of  the  county  road,  which  is  about  l.GOO  feet  south  of 
the  north  line  of  the  said  section,  and  all  north  of  a  line  1,050  feet  north  of  the  south 
line  of  said  section,  all  in  T.  26  N.,  R.  4  E.  W.  M.,  containing  about  65  acres. 

(11)  The  S>4  of  the  NE14  of  the  SW14;  the  Ny2  of  the  SE14  of  the  SW14;  the 
SE14  of  the  NWi/i  of  the  SW14 ;  the  NE14  of  the  SW14  of  the  SWVt  of  Sec.  21,  T.  2G  N., 
R.  4  E.  W.  M.,  containing  GO  acres. 

(12)  The  Wyo  of  the  NWy4  of  Sec.  3G;  the  'SEV4  of  Sec.  35,  the  fractional  NW'i  of 
Sec.  35,  and  all  of  fractional  Sec.  34,  all  in  T.  2G  N.,  R.  3  E.,  containing  about  400  acres. 

(13)  Blocks  38,  43,  54,  55,  58,  59,  70,  71,  74,  75,  8G  and  87.  of  The  Maple  Leaf  Addi- 
tion to  the  City  of  Seattle;  also  Blocks  1,  2,  3. 4,  5  and  6  of  Thumm  &  Moore's  Subdivision 
of  Blocks  30  and  42  of  The  Maple  Leaf  Addition  to  the  City  of  Seattle:  also  Blocks  3  and 
4  of  Heustis'  Addition  to  the  City  of  Seattle,  all  in  Sec.  33,  T.  26  N.,  R  4  E.  W.  M..  con- 
taining about  G5  acres. 

(14)  An  area  of  about  17  acres  in  Sections  1  and  2.  T.  25  N.,  R.  4  E.  W.  .M.,  as 
shown  on  iLap  No.  14  (Pontiac  Waterfront  District). 

(15)  The  SEi/4  of  Sec.  9,  T.  25  N.,  R.  5  E.  W.  M.,  containing  about  IGO  acres. 


ITS  PLAN    OF     SEATTLE 

(16)  The  N.  800  feet  of  the  E.  700  feet  of  the  SEVi;  also  Blocks  21  to  28  and  37 
to  40,  State  Park  Addition,  all  in  Sec.  4,  T.  25  N.,  R.  4  E.  W.  M.,  containing  about  22 
acres. 

(17)  An  area  850  feet  east  and  west  by  1,250  feet  north  and  south,  Iviiij,'  north  of 
East  Eighty-second  Street,  and  east  of  Tenth  Avenue  Northeast,  excepting  tlie  area  occu- 
pied by  Green  Lake  Intermediate  Service  Reservoir,  comprising  about  13  acres. 

(18)  An  area  about  1,150  feet  east  and  west  by  1,200  feet  north  and  south,  lying 
between  East  Seventieth  and  East  Seventy-fifth  Streets,  and  Twelfth  and  Sixteenth  Ave- 
nues Northeast,  excepting  the  area  occupied  by  the  Green  Lake  Low  Service  Reservoir, 
comprising  about  18  acres. 

(19)  The  W34  of  tlie  NVo  of  the  NE14  of  Sec.  19,  T.  25  N.,  R.  5  E.;  also  the  south 
()G0  feet  of  the  east  1,980  feet  of  the  SE1/4  of  Sec.  18,  T.  25  N.,  R.  5  E.,  containing 
about  75  acres. 

(20)  Blocks  16,  17.  20,  21,  26  and  27  (Plat  of  Moorland),  in  Sec.  31,  T.  26  N.,  R. 
5  E.,  and  Sec.  G,  T.  24  N.,  R.  5  E.,  containing  about  20  acres. 

(21)  The  S.  1,200  feet  of  the  SW14  of  Sec.  7,  the  N.  1,850  feet  of  the  NW14  of 
Sec.  18,  T.  24  N.,  R.  5  E.  W.  M.,  containing  about  185  acres. 

(22)  The  W.  1,900  feet  of  the  N.  2,300  feet  of  the  SE14  of  Sec.  12,  T.  23  N.,  R.  4 
E.  W.  M.,  containing  about  100  acres. 

(23)  That  portion  of  Sees.  23  and  24  lying  between  Central  Avenue  and  Highways 
Nos.  50  and  58,  and  south  of  a  line  750  feet  north  of  the  north  line  of  Highway  No.  58, 
all  in  T.  23  N.,  R.  4  E.  W.  M.,  containing  about  27  acres. 

(24)  All  that  portion  of  the  E.  850  feet  of  the  SE14  of  Sec.  24,  T.  23  N.,  R.  3  E., 
which  lies  south  of  Burien  Lake,  and  north  of  a  line  900  feet  north  of  the  south  line  of 
said  section ;  also  all  that  portion  of  the  W.  350  feet  of  the  SWVi  of  Sec.  19,  lying  south 
of  Burien  Lake  and  north  of  a  line  900  feet  north  of  the  south  line  of  Sec.  19,  all  in  T.  23 
N.,  R.  4  E.  W.  M.,  and  containing  about  16  acres. 

(25)  SW14  of  the  SW14  of  the  NEi^  and  the  SE14  of  the  SE14  of  the  NWi/4,  and 
the  W.  1,250  feet  of  the  SWI/4,  and  the  N.  950  feet  of  the  E.  1,390  feet  of  the  SW14;  also 
the  north  950  feet  of  the  W.  660  feet  of  the  SE14  of  Sec.  25,  all  in  T.  23  N.,  R.  3  E.  W.  M., 
containing  about  100  acres. 

(26)  The  SE14  of  the  SEiA  of  the  NEi^  of  Sec.  13,  T.  26  N.,  R.  3  E.,  containing 
10  acres. 

(27)  The  NWl^  of  the  NWV4  of  the  NWi^  of  Sec.  34,  T.  26  N.,  R.  4  E.,  containing 
10  acres. 

(28)  Blocks  135,  136,  145,  146  of  Central  Addition  to  the  Town  of  Kirkland,  con- 
taining about  7  acres. 

(29)  All  that  portion  of  the  SE14  of  the  SE'/i  of  the  SE14,  Sec.  25,  T.  25  N.,  R.  5  E. 
W.  M.,  lying  east  of  Highway  No.  65,  containing  about  8  acres. 

(30)  Tracts  50  to  53  and  79  to  82,  both  inclusive,  of  Bellevue  Acre  and  Half-Acre 
Tracts,  in  Sec.  32,  T.  25  N.,  R.  5  E.,  containing  about  7  acres. 

(31)  The  SE14  of  the  NE14  of  the  SWi.i,  and  the  NEV4  of  the  SE14  of  the  SWi/4, 
and  the  NW14  of  the  SW14  of  the  SEi^  of  Sec.  16,  T.  24  N.,  R.  5  E.,  containing  30 
acres. 

(32)  The  SW14  of  the  SW14  of  the  SWi/i  of  Sec.  24,  T.  24  N.,  R.  3  E.  W.  M.,  con- 
taining 10  acres. 

(33)  Tract  8,  Century  Scenic  Acre  Tracts,  and  that  portion  of  Sec.  36,  T.  24  N.,  R. 
3  E.,  lying  due  east  of  the  above  tracts,  and  west  of  Highway  No.  40,  containing  about 
9%  acres. 

(34)  The  west  450  feet  of  the  SWi/i  of  the  SE14  and  that  portion  of  the  Ej^  of 
the  SE14  of  the  SW14  of  Sec.  6,  T.  23  N.,  R.  4  E.,  which  lies  east  of  Highway  No.  45 ; 


APPENDIX    NO.    II  179 

also  all  that  portion  of  the  W.  450  feet  of  the  NWJ^  of  the  NEi^  and  the  NEi^  of  the 
NWi/4  of  Sec.  7,  which  lies  north  and  east  of  Highway  No.  45-46,  all  in  T.  23  N.,  R.  4 
E.  W.  M.,  containing  about  37  acres. 

(35)  The  NW14  of  the  SW14  of  the  NWi^  of  Sec.  16,  T.  23  N.,  R.  4  E.  W.  M.,  con- 
taining 10  acres. 

(36)  The  E.  200  feet  of  the  NE14  of  the  NE14  of  the  NEiA  of  Sec.  21;  and  the 
NW14  of  the  NWV4  of  the  NW14  of  Sec.  22,  all  in  T.  23  N.,  R.  4  E.  W.  M.,  containing 
about  13  acres. 

(37)  That  portion  of  the  E.  350  feet  of  the  SE14  of  Sec.  15,  and  the  W.  350  feet 
of  the  SW14  of  Sec.  14,  T.  23  N.,  R.  4  E.,  which  lies  north  of  a  line  1,600  feet  north  of 
the  south  line  of  said  section,  and  south  of  the  County  Road  running  southwest  from 
Foster  Station,  containing  about  9.6  acres. 

(38)  A  portion  of  Sec.  18,  T.  23  N.,  R.  5  E.,  being  a  strip  600  feet  wide  north  and 
south,  by  1,000  feet  long  east  and  west,  the  southwest  corner  of  which  is  660  feet  east  of 
the  center  of  Sec.  18,  containing  about  14  acres. 

(39)  That  portion  of  Sec.  17,  T.  23  N.,  R.  5  E.,  lying  north  of  Cedar  River,  west  of 
the  Columbia  &  Puget  Sound  Railway,  east  of  the  County  Road,  and  south  of  the  new 
highway  located  about  500  feet  north  of  the  river,  containing  about  6  acres. 

(40)  The  EJ^  of  the  SE14  of  the  SW14  of  Sec.  20,  T.  23  N.,  R.  4  E.  W.  M.,  contain- 
ing about  10  acres. 

(41)  Blocks  43,  52  and  53  of  the  Town  of  Kirkland  and  two  other  tracts  lying 
westerly  of  the  above  named  blocks,  more  particularly  shown  on  Map  No.  16,  (Juanita 
Bellevue  Waterfront),  containing  about  11  acres. 


APPENT)TX     NO.     TTI 

Proposed   Rapid  Transit  System 

DETAILED      DESCRIPTION 

CIVIC     CENTER     STATION 

This  is  indicated  only  by  a  general  location  on  the  map.  The  precise  form  and  ar- 
rangement of  this  central  feature  of  rapid  transit  would  of  necessity  be  a  matter  of  the 
most  careful  and  thorough  detailed  study.  It  must  involve  the  matter  of  the  routing  of 
through  lines  and  also  of  those  which  make  this  point  a  terminal.  Many  tracks  will  be 
required  and  especial  care  taken  to  avoid  any  grade  crossings.  This  whole  central  feat- 
ure is  intended  to  be  in  subway,  arranged  to  suit  the  locations  of  public  buildings,  etc. 

For  convenience  the  descriptions  of  the  various  rapid  transit  lines  following,  will 
be  given  outward  from  this  Civic  Center  Station,  although  several  of  these  lines  would 
naturally  be  through  routes  from  south  to  north,  passing  around  or  possibly  through  the 
Civic  Center. 

ROUTE     NO.     1 

This  is  the  proposed  main  central  trunk  line  between  the  Civic  Center  and  the  rail- 
way stations,  on  Jackson  Street,  in  subway  under  Third  Avenue,  with  transition  to  ele- 
vate railway,  in  the  steep  block  of  Third  Avenue  South,  between  Yesler  Way  and  Wash 
ington  Street,  and  continuing  by  elevated  railway  to  Jackson  Street,  there  connecting 
with  the  elevated  line  proposed  for  Jackson  Street.  Inasmuch  as  most  of  the  south- 
ern incoming  lines  would  be  routed  through  this  subway  to  the  Civic  Center,  and  the 
northern  lines  to  the  King  Street  Station  likewise,  as  well  as  through  lines  between 
northern  and  southern  districts,  this  trunk  may  eventually  be  planned  for  four  tracks. 

Location  of  stations  must  be  a  matter  of  detailed  study  and  decision  at  the  time  of 
construction.  Stations  on  this  subway  would  be  of  easy  access  from  Second  Avenue  by 
entrances  and  exits  arranged  to  take  advantage  of  the  grades  at  the  cross  streets,  walk 
ways  being  possible  on  practically  level  grade  from  openings  in  the  sidewalk  just  above 
the  alley  between  Second  and  Third  Avenues.  Additional  entrances  to  stations  should 
be  arranged  from  Third  Avenue,  and  al.so  from  within  large  mercantile  establishments 
in  the  station  vicinity,  which  in  other  cities  invite  such  subway  conveniences  for  the  pur- 
pose of  attracting  business.  Fourth  Avenue,  while  not  so  convenient  of  access,  would 
still  be  well  served  by  a  line  in  Third  Avenue.  The  maximum  of  possible  service  through 
the  central  business  area,  with  its  three  thoroughfares  of  great  future  importance,  is 
available  by  this  proposed  trunk  subway  under  Third  Avenue. 

ROUTE     NO.     2 

This  line  is  in  subway  on  Second  Avenue,  northwesterly  from  the  Civic  Center,  con- 
tinuing on  vSecond  Avenue  to  Denny  Way  where  it  joins  proposed  Highway  No.  3;  on 
said  Highway  No.  3  to  Elliott  Avenue,  where  a  change  is  made  from  subway  to  elevated ; 
on  Elliott  Avenue  to  Fifteenth  Avenue  West;  on  Fifteenth  Avenue  West  to  the  bridge 
over  Salmon  Bay  and  thence  changing  to  subway  before  reaching  West  Forty-eighth 
Street ;  on  West  Forty -eighth  Street,  Leary  Avenue  and  Twentieth  Avenue  Northwest, 
continuing  as  subway  through  Ballard  coming  to  the  surface  at  about  West  Sixty-sev- 


APPENDIX    NO.    Ill  181 

enth  Street,  and  continuing  as  a  surface  line  to  the  northwest  on  the  proposed  Learv  Ave- 
nue extension  to  the  proposed  park  north  of  Ballard.  This  route  would  serve  Smith's 
Cove  waterfront,  Interbay,  Ballard,  Ballard  Park,  etc. 

ROUTE    NO.    3 

This  route  consists  of  a  loop,  leaving  Fifteenth  Avenue  West,  elevated,  at  Lawton 
Way;  on  Lawton  Way  to  West  Wheeler  Street;  on  West  Wheeler  Street  to  Thorndyke 
Avenue,  where  a  change  is  to  be  made  to  subway  after  crossing  Thorndyke  Avenue ;  then 
continuing  due  west  in  tunnel,  under  the  ridge,  coming  to  the  surface  about  Thirtieth 
Avenue  West,  changing  to  elevated  railway  across  the  low  ground  in  Pleasant  Valley 
and  again  to  subway  at  about  Thirty-sixth  Avenue  West;  then  turning  north  on  Thirty- 
sixth  Avenue  West  in  subway  continuing  to  Government  Way ;  on  Government  Way  to 
the  intersection  of  Thirty-second  Avenue  West  and  Sunderland  Street ;  on  Sunderland 
Street  to  Thirtieth  Avenue  West,  thence  continuing  east  through  private  property  one 
block  to  proposed  Highway  No.  1 ;  on  proposed  Highway  No.  1,  elevated,  to  the  inter- 
.section  of  Twenty-third  Avenue  West  and  Oilman  Avenue ;  on  Oilman  Avenue  to  Twen- 
tieth Avenue  West;  thence  on  Twenty-third  Avenue  West  to  Lawton  Way,  joining  the 
elevated  line  at  that  point  completing  the  loop. 

This  route  in  connection  with  surface  lines  will  serve  the  Magnolia  Blufif  district  and 
the  Military  Reservation,  and  while  topographic  maps  are  not  available  covering  the 
entire  route,  it  is  thought  no  diflSculty  will  be  experienced  in  obtaining  grades  not  ex- 
ceeding 5%. 

ROUTE     NO.     4 

This  route  leads  northerly,  in  subway,  from  the  Civic  Center  loop,  on  the  northwest 
radial  street  forming  a  part  of  the  Civic  Center  plan,  and  also  noted  as  Highway  No. 
67;  continuing  on  this  line  to  the  intersection  of  Warren  Avenue,  just  north  of  Repub- 
lican Street,  then  north  on  Warren  Avenue  in  subway,  entering  tunnel  at  the  south  mar- 
gin of  Valley  Street;  then  continuing  on  the  line  of  Warren  Avenue,  joining  the  center 
line  of  Prosi)ect  Street  with  a  curve  of  four  hundred  feet  radius;  thence  on  Prospect 
Street  and  West  Prospect  Street  to  Second  Avenue  West.  At  this  point  a  station 
should  be  constructed  in  subway.  This  line  continues  north  on  Second  Avenue  West, 
entering  tunnel  again  and  continuing  to  Galer  Street,  thence  in  the  alley  between  First 
and  Second  Avenues  West  and  emerging  from  tunnel  at  the  north  margin  of  Garfield 
Street,  reaching  the  surface  grade  at  Blaine  Street;  from  this  point  connections  can 
easily  be  made  with  existing  surface  lines. 

This  route  will  serve  the  Queen  Anne  Hill  district. 

An  East  Queen  Anne  loop  can  be  had  on  the  following  streets:  Blaine  Street  from 
the  subway  terminal  to  Warren  Avenue;  on  Warren  Avenue  to  Galer  Street;  on  Galer 
Street  to  Fourth  Avenue  North ;  on  Fourth  Avenue  North  to  Boston  Street ;  on  Boston 
Street  to  Second  Avenue  West;  on  Second  Avenue  West  to  Blaine  Street  and  subway 
terminal. 

A  West  Queen  Anne  loop  can  be  had  on  the  following  streets :  Second  Avenue  West 
from  Blaine  Street  subway  terminal  to  West  Galer  Street ;  on  West  Galer  Street  to 
Sixth  Avenue  West;  on  Sixth  Avenue  West  to  McGraw  Street;  on  West  McGraw  Street 
to  Second  Avenue  West;  on  Second  Avenue  West  to  Blaine  Street  and  subway  termi- 
nal. These  surface  loop  lines  in  connection  with  the  subway  would  afford  rapid  transit 
to  the  business  section  of  the  city  for  the  main  Queen  Anne  Hill  area. 

ROUTE     NO.     5 

This  follows  Central  Avenue  proposed,  directly  north  from  the  Civic  Center,  in  sub- 
way, passing  the  i)roposed  Central  Station,  running  north  along  the  west  side  of  Lake 
Union,  becoming  elevated  at  about  Halladay  Street,  crossing  the  west  arm  of  the  lake 


182  PLAN    OF     SEATTLE 

and  continuing  elevated  over  the  whole  lenjilh  ot  Ihe  Itridfje  and  norlhward  tlierelroui 
to  some  point  where  transition  to  subway  will  be  convenient;  thence  along  Central  Ave- 
nue to  and  along  the  west  side  of  (Jreen  Lake  and  fiirllier  noith  on  Central  Avenue  by 
subway  or  elevated  as  development  may  demand.  The  looj)  or  alternative  route  around 
the  east  side  of  Green  Lake  will  probably  reijuire  subway,  one  block  away  from  the 
waterfront,  following  the  route  of  Highway  No.  10,  thus  taking  street  cars  off  the  park 
way  and  bringing  the  service  everywhere  one  block  nearer  the  peojile  than  at  present. 
This  branch  becomes  a  surface  line  north  of  Ravenna  Boulevard.  Grades  may  be  had 
not  to  exceed  about  3%. 

ROUTE     NO.     7 

Beginning  at  the  intersection  of  Fifteenth  Avenue  Northwest  and  West  Forty-eighth 
Street ;  thence  in  subway  running  east  on  West  Forty-eighth  Street  to  Third  Avenue 
Northwest;  from  this  point  the  line  passes  directly  to  the  intersection  of  Midvale  Ave- 
nue and  East  Forty-fifth  Street,  by  tunnel,  reaching  subway  at  Midvale  Avenue;  con- 
tinuing in  subway  on  East  Forty-fifth  Street  to  Fifteenth  Avenue  Northeast;  thence 
passing  into  tunnel,  continuing  to  Twenty-second  Avenue  Northeast,  emerging  to  the 
surface  about  one  hundred  fifty  feet  west  of  Twenty-second  Avenue  Northeast,  crossing 
overhead  of  Twenty-second  Avenue  Northeast  and  the  Northern  Pacific  Railway  track 
and  coming  to  the  surface  at  about  Twenty-ninth  Avenue  Northeast;  thence  continuing 
on  the  surface  along  proposed  Highway  No.  3()  to  about  East  Sixty-fifth  Street  and  ex- 
tending farther  east  as  development  may  demand. 

A  station  should  be  provided  at  the  intersection  of  Fifteenth  Avenue  Northeast  and 
East  Forty-fifth  Street  in  order  to  give  the  best  possible  service  to  the  University. 

R  O  IT  T  E     NO.     8 

This  route  leads  directly  from  the  Civic  Center  loop,  in  subway  on  Blanchard  Street, 
to  Fairview  Avenue;  on  Fairview  Avenue  to  Mercer  Street;  thence  on  a  new  diagonal 
street — Highway  No.  12 — to  the  angle  in  Eastlake  Avenue  just  north  of  Almy  Street;  on 
Eastlake  Avenue  to  about  midway  between  Fillmore  and  Martin  Streets,  where  the  line 
would  come  to  the  surface  and  become  elevated  over  the  canal  waterway,  railways,  and 
East  Fortieth  Street,  entering  subway  again  between  East  Fortieth  and  East  Forty-first 
Streets  and  continuing  noitherly  on  jiroposed  Highway  No.  12  to  the  intersection  of 
East  Forty-fifth  Street  and  Rapid  Transit  Route  No.  7;  thence  on  Tenth  Avenue  North- 
east, in  subway,  to  about  East  Eighty-fifth  Street,  and  continuing  north  as  may  be  re- 
(juired. 

This  line  will  serve  the  intermediate  district  lying  between  Green  Lake  and  the 
University  and  all  that  region  immediately  north  of  that  section  and,  by  transfer,  will 
accommodate  the  I'niversity  and  the  region  to  the  northeast.  The  grades  should  not 
exceed  o%  and  the  greater  portion  of  the  line  need  not  exceed  3%. 

R  O  U  T  E     NO.     9 

From  the  intersection  of  Third  Avenue  and  Pine  Street  this  route  will  be  in  subway 
on  Pine  Street  to  the  intersection  of  Highway  No.  19,  about  Summit  Avenue;  on  High- 
way No.  19,  to  Pike  Street,  between  Belmont  Avenue  and  Boylston  Avenue;  on  Pike 
Street,  East  Pike  Street  and  East  Pike  Street  produced,  to  the  west  shore  of  Lake  Wash- 
ington. 

This  route  will  pass  well  under  the  surface  from  Fifteenth  Avenue  to  Twenty-seventh 
Avenue,  coming  near  the  surface  at  Twenty-seventh  Avenue,  to  permit  a  connection  with 
a  proposed  route  north;  then  entering  tunnel  again  on  a  direct  grade  to  the  lake  shore. 

This  line  will  serve  to  gather  the  traffic  from  the  Broadway-Capitol  Hill  Rapid  Tran- 
sit loop,  the  Twenty-seventh  Avenue  line  and  such  traffic  as  may  be  gathered  from  ferry 
service  on  Lake  Washington.    The  grades  necessary  will  not  exceed  5%. 


APPENDIX    NO.     Ill  183 

ROUTE     NO.     10 

This  route  consists  of  a  loop,  all  in  subway,  beginning  at  the  intersection  of  East 
Pike  Street  and  liroadway,  with  a  station  connection  with  route  number  nine;  thence 
north  on  Broadway  to  East  Roy  Street;  thence  on  Tenth  Avenue  North  to  East  Boston 
Street;  on  East  Boston  Street  to  Fifteenth  Avenue  North;  thence  diagonally  southeast, 
emerging  from  subway  to  elevated  railway,  then  back  to  subway  again,  reaching  the 
intersection  of  Nineteenth  Avenue  North  and  East  Galer  Street;  on  Nineteenth  Avenue 
and  Nineteenth  Avenue  North,  in  subway  to  East  Alder  Street;  thence  west  on  East 
Alder  Street,  emerging  from  subway  and  passing  elevated  over  Twelfth,  Thirteenth  and 
Fourteenth  Avenues ;  thence  in  subway  to  Broadway ;  on  Broadway  to  East  Pike  Street, 
completing  the  loop. 

This  line  will  serve  to  gather  the  traflSc  from  the  Broadway  and  Capitol  Hill  dis- 
tricts, transferring  the  same  to  the  East  Pike  Street  line  (Route  No.  9j.  The  grades 
will  not  exceed  5%. 

ROUTE     NO.     11 

From  the  intersection  of  Jackson  Street  and  Railroad  Avenue,  an  elevated  line  is 
proposed  on  Jackson  Street  to  Sixth  Avenue  South,  diagonally  southeast  on  proposed 
Highway  No.  22  to  Dearborn  Street;  on  Dearborn  Street  to  Rainier  Avenue;  on  Rainier 
Avenue  to  Day  Street  produced  west  of  Twentieth  Avenue  South;  thence  on  Day  Street 
to  Twenty-first  Avenue  South,  entering  subway  about  the  west  margin  of  Twentieth  Ave 
nue  South ;  thence  continuing  in  subway  and  tunnel  under  private  property  from  the 
intersection  of  Day  Street  and  Twenty-first  Avenue  South  to  the  intersection  of  Day 
Street  and  Twenty-fourth  Avenue  South ;  thence  in  subway  to  the  Day  Street  tunnel, 
under  the  floor  of  the  tunnel  to  Thirty-sixth  Avenue  South,  landing  at  such  elevation 
as  to  give  ready  access  to  ferries  on  Lake  Washington. 

This  route  will  receive  the  traflic  from  the  Rainier  Valley  and  Rainier  Heights  dis- 
tricts and  ultimately  much  overlake  traffic.    The  grades  will  not  exceed  3%. 

ROUTE     NO.     12 

This  is  a  continuation  of  the  Dearborn  Street  route  connecting  with  Route  No.  11  at 
the  inter.section  of  Rainier  Avenue,  entering  tunnel  at  the  west  margin  of  Davis  Place, 
reaching  subway  depth  at  Twenty-sixth  Avenue  South;  thence  in  subway  on  Twenty- 
sixth  Avenue  South  to  Main  Street ;  thence  diagonally  to  the  intersection  of  Twenty- 
seventh  Avenue  South  and  Main  Street ;  on  Twenty-seventh  Avenue  South  and  Twenty- 
seventh  Avenue,  to  about  East  Pine  Street;  thence  transition  to  elevated  at  East  Olive 
Street,  continuing  elevated  to  about  East  Madison  Street,  returning  to  subway  at  East 
Mercer  Street  and  Twenty-eighth  Avenue  North ;  on  Twenty-eighth  Avenue  North  to 
East  Lynn  Street;  thence  in  a  subway  on  a  diagonal  street  following  the  line  of  proposed 
Highway  No.  13,  to  the  intersection  of  Montlake  Boulevard  and  the  government  canal 
reserve;  thence  northerly  along  said  Highway  No.  13,  on  the  surface,  to  a  junction  with 
Highway  No.  33 ;  continuing  north  on  Highway  No.  33  to  Eighty-fifth  Street  and  further 
north  as  may  be  found  necessary.  This  line  serves  through  north  and  south  traffic  that 
does  not  pass  through  the  business  center  and  also,  by  means  of  transfer  to  the  Dear- 
born Street  and  East  Pike  Street  lines,  gives  access  to  the  business  center.  The  grades 
may  all  be  kept  within  3%. 

ROUTE    NO.     13 

This  is  merely  a  connecting  link  between  Route  No.  8  and  No.  12,  beginning  at  tiie 
intersection  of  Eastlake  Avenue  and  Roanoke  Street;  east  on  Roanoke  Street — in  tunnel 
— to  about  the  east  uuirgin  of  Eleventh  Avenue  North ;  then  becoming  elevated,  continues 
to  Boyer  Avenue;  on  Boyer  Avenue  to  Louisa  Street,  entering  subway  on  the  west  mar- 
gin of  the  northeast  diagonal  street,  running  to  an  intersection  with  Montlake  Avenue, 
coming  to  the  surface  at  that  i)oint,  joining  with  Route  No.  12. 


184  PLAN    OF     SEATTLE 

ROUTE     NO.     14 

This  route  joins  with  the  elevated  portion  of  Route  No.  12  at  Madison  Street; 
thence  northeasterly  on  Madison  Street  elevated,  to  about  Thirty-second  Avenue  North, 
where  it  enters  tunnel  and  continues  to  about  Thirty  ninth  Avenue  North,  then  elevated 
lo  about  Laurel  Shade  Avenue  and  the  Madison  Park  ferry  terminal  on  Lake  Washing- 
ton. 

This  route  will  serve  principally  overlake  traffic  and  also  the  region  in  the  vicinity 
of  Madison  Park.    The  grade  will  not  be  over  5%. 

ROUTE     NO.     15 

This  is  an  elevated  line,  being  a  continuation  of  a  branch  of  Route  No.  11  and  runs 
southeasterly  on  Rainier  Avenue  from  Day  Street  to  Thistle  Street ;  thence  on  proopsed 
main  line  Highway  No.  24  to  the  lake  shore,  coming  to  the  surface  in  the  vicinity  of 
Fifty-fifth  Avenue  South  and  Henderson  Street,  connecting  with  the  existing  surface 
lines  at  that  point. 

This  line  would  .serve  Rainier  Valley  and  Renton  and  such  traffic  as  may  develop  and 
be  served  by  ferries  in  the  vicinity.     All  grades  could  be  less  than  5%. 

ROUTE     NO.     16 

This  route  is  on  Ninth  Avenue  South,  connecting  with  the  elevated  line  of  Route  No. 
11,  at  the  intersection  of  Ninth  Avenue  South  and  Dearborn  Street  and  continuing  ele- 
vated on  Ninth  Avenue  South  to  Seattle  Boulevard;  on  Seattle  Boulevard  to  Eighth  Ave- 
nue South ;  on  Eighth  Avenue  South  to  a  junction  with  the  proposed  Central  Avenue  in 
the  vicinity  of  the  intersections  of  Eighth  Avenue  South  and  Homer  Street;  thence  con- 
tinuing elevated  on  Central  Avenue  (proposed)  to  a  point  at  or  near  Kenyon  Street, 
whence  southward  it  would  be  on  its  own  right-of-way  east  of  Central  Avenue  or  other- 
wise on  Central  Avenue.  If  on  Central  Avenue,  its  track  will  eventually  be  elevated. 
(Jrades  of  this  line  would  not  exceed  3%. 

ROUTE     NO.     17 

From  the  intersection  of  Pine  Street  and  Third  Avenue,  this  route  leads  westerly  in 
subway  on  Pine  Street  to  First  Avenue;  thence  diagonally  to  the  intersection  of  Pike 
Street  and  Western  Avenue,  becoming  elevated  at  this  {)oint ;  thence  on  \Vestern  Avenue 
to  Yesler  Way;  thence  on  Railroad  Avenue  to  Railroad  Way;  on  Railroad  Way  to  First 
Avenue  South;  on  First  Avenue  South  across  the  Duwamish  River  and  thence  following 
the  line  of  proposed  Highway  No.  6,  reaching  the  surface  at  high  ground  near  West 
Myrtle  Street  and  continuing  on  the  surface  along  proposed  Highway  No.  6  to  the  pres 
ent  south  city  limits;  to  be  extended  as  may  be  required  in  the  future.  This  line  serves 
a  large  area  west  of  the  Duwamish  Valley.     Grades  will  not  exceed  3%. 

ROUTE    NO.     18 

This  route  forms  a  junction  with  Route  No.  16  at  the  intersection  of  Eighth  Avenue 
South  and  Seattle  Boulevard ;  thence  elevated  on  Seattle  Boulevard  to  Spokane  Street ; 
on  Spokane  Street  to  a  junction  with  proposed  Highway  No.  40  at  the  approximate  inter- 
section of  Twenty-second  Avenue  Southwest ;  thence  on  said  proposed  highway,  becom- 
ing a  surface  line  as  high  ground  is  reached,  continuing  southwest  and  south  to  a  junc- 
tion with  propo.sed  Highway  No.  45;  thence  southeasterly  along  said  Highway  No.  45  to 
the  present  southerly  city  limits. 

This  line  will  serve  the  high  plateau  between  Puget  Sound  and  Duwamish  Valley, 
(irades  will  not  exceed  5%. 


APPENDIXNO.III  185 

ROUTE     NO.      19 

From  the  intersection  of  Twenty-second  Avenue  southwest  and  West  Spokane  Street, 
this  route  continues  elevated,  west  on  Spokane  Street  until  high  ground  is  reached  near 
Thirtieth  Avenue  Southwest;  thence  on  the  surface  along  the  line  of  proposed  Highway 
No.  41  to  the  intersection  of  California  Avenue  and  West  Alaska  Street;  that  part  of 
the  line  from  Thirtieth  Avenue  Southwest  to  California  Avenue  being  on  a  grade  not  to 
exceed  5%  and  serving  the  southerly  portion  of  the  West  Seattle  Peninsula. 

ROUTE     NO.     20 

From  the  intersection  of  Thirtieth  Avenue  Southwest  and  West  Spokane  Street, 
this  route  runs  northwesterly  on  the  surface  along  a  line  so  located  as  to  permit  a  grade 
of  4%,  passing  approximately  through  the  intersection  of  Thirty-first  Avenue  Southwest 
and  West  Hinds  Street,  keeping  to  the  east  of  proposed  Highway  No.  42  (which  is  lo- 
cated on  a  7%  grade  with  occasional  flat  stretches  or  rests)  and  crossing  West  Lander 
Street  about  one  hundred  feet  east  of  the  intersection  of  Thirty-fifth  Avenue  Southwest, 
about  sixty  feet  west  of  the  intersection  of  West  Wait  Street  and  Thirty-fifth  Avenue 
Southwest ;  thence  curving  to  the  left,  passing  approximately  through  the  intersection  of 
Grayson  Way  and  Thirty-sixth  Avenue  Southwest,  about  eighty  feet  north  of  the  inter- 
section of  Belvidere  Avenue  and  West  College  Street,  one  hundred  twenty  feet  north- 
west of  the  intersection  of  Prescott  Avenue  and  Thirty-seventh  Avenue  Southwest ; 
thence  curving  to  the  right  through  the  intersection  of  Fairmont  Avenue  and  Point 
Street,  curving  to  the  left  to  join  the  line  of  West  College  Street  produced  east  to 
Arch  Avenue;  thence  west  on  West  College  Street  to  the  intersection  of  Forty-seventh 
Avenue  Southwest ;  thence  following  the  general  course  of  West  College  Street  to  the 
intersection  of  Sunset  Avenue ;  thence  southwesterly  to  West  Hanford  Street  to  a  point 
about  twelve  hundred  fifty  feet  east  of  Sixty-third  Avenue  Southwest ;  thence  west  on 
West  Hanford  Street  to  Sixty-third  Avenue  Southwest. 

This  route  serves  the  northerly  and  westerly  portion  of  West  Seattle.  The  grade 
required  will  not  exceed  5%. 

ROUTE     NO.      21 

This  is  a  surface  line  already  in  operation  on  California  Avenue,  running  south 
from  West  College  Street  to  West  Myrtle  Street;  on  West  Myrtle  Street  to  Fauntle- 
roy  Avenue  and  on  Fauntleroy  Avenue  to  We.st  Roxbury  Street,  serving  the  southerly 
and  westerly  portions  of  West  Seattle. 


INDEX 


Alaska   ports,    109. 

Alaska-Yukon-Pacific  Exposition,  53. 

Alki  Point,  bathers'  beach  and  marine  park,  62. 

Antwerp,  18;  harbor,  55;  docks  and  locks,  104; 
Grand  Coupere,  105. 

Appendix  No.   1,  Arterial  Highways,   139. 

Appendix  No.  2,  Parks  and  Playground  descrip- 
tions,  177. 

Appendix  No.  3,  Proposed  Rapid  Transit  sys- 
tems, 180. 

Argo  yards,  123. 

Arterial  highways,  width  of,  21;  scope  of,  23; 
location  of  Civic  Center,  23;  widths  and 
grades,  24;  Central  Avenue,  24;  Magnolia 
Way,  24;  Nos.  38,  22  and  24,  25;  Nos.  12  and 
33,  26;  Spokane  Street  Route,  26;  Nos.  41, 
39  and  40,  27;  Marginal  Ways,  27;  No.  6, 
28;  No.  48,  28;  Nos.  19,  22,  53  and  38,  29; 
Bothell-Kirkland  route,  29;  Mercer  Island,  30; 
Appendix  No.  1,  139. 

B 

Babylon,  16. 

Ballard,  waterfront,  77. 

Ballinger,  Lake,  park,  41. 

Baltimore,  harbor,   57. 

Bathers'   beach,   63. 

Beacon   Hill   tunnel,   127. 

Bellevue,   highway  serving,   30. 

Berlin.  18. 

Bitter  Lake,  park,  42. 

Black  River,  highway  serving,  28;    park,  42. 

Blanchard  Street  tunnel,   32. 

Bogue,  Virgil  G.,  letter  of  report  transmittal,  7; 

other  work,   12,   13,   14. 
Bologna,  17. 
Boston,  harbor,  55. 
Bothell,    highway    serving,    26,    29;    parks,    41; 

boulevard,  43. 
Boulevards,  43;   suburban,  46. 
Bremen,  18. 


Bridges,  draw,  102,  107;    Latona,  26;    Glasgow, 

106;   suspension,  107;    Smiths  Cove,  107. 
Brooklyn  bridge,  19. 
Brussels,  18. 
Buda  Pesth,  18. 
Buenos  Aires,  18. 

Buildings,  height  of,  52;  material  of,  53. 
Bulkhead  landings,  desirability  of,  67. 
Burien,  Lake,  park,  42. 
Bush  Terminals,   56. 


California  Avenue,   27. 

Cascade  Range,  boulevards,  47. 

Cedar  River,  boulevard,  46;  highway  serving, 
91;   river  flow,  88;  waterway,  91. 

Central  Avenue,  24;   boulevard,  43. 

Central  Station,  38,  39,  128,  130. 

Central  water  front,  business  of,  69;  ferry  slips, 
70;  future  development,  report  of  City  En- 
gineer, 107. 

Charter  Amendment.  9. 

Chicago,  18;  harbor  commission  report,  103; 
bridges,  103;   separation  of  grades,  121. 

Civic  Center,  location  determined,  23,  36;  need 
for,  etc.,  34;  character  of  buildings,  36;  area, 
36;  direct  approaches  from,  37;  approaches 
from  water,  37;  "Olympic  Mall,"  38;  Market 
Place,  39;  Viaducts,  39;  Central  Station,  39; 
Valuation,  39;  business  expansion,  39;  com- 
parative size,  39;  aspect,  40;  street  railways, 
133. 

Civic  Idea,  16. 

Civic  Monument,  51. 

Cleveland,  19. 

Closing  word,  138. 

Coal  docks,  74. 

Columbian  Exposition,  18. 

Commission,  Municipal  Plans,  Report,  9,  10; 
Chicago  harbor,  103. 

Committees,   Municipal   Plans   Commission,    12. 

Concourses,  See  Street  Intersections. 


188 


INDEX 


Cost,  of  sea-walls,  101;  estimated,  of  Civic  Cen- 
ter, 39;  estimated,  water  front  development, 
108;  of  track  elevation,  124. 


D 


Day  Street,  25;  highway  and  tunnel,  29;  motor 
boats,  87. 

Dearborn  Street,  29. 

Detroit,  20. 

Docks,  Antwerp  and  Liverpool,  105;  public,  75; 
coal,  75;  powder,  76;  dry,  96. 

Drawbridges,  102;  Portland,  102;  Chicago,  103; 
Duwamish,  107;  Lake  Washington  canal,  107. 

Dresden,  IS. 

Drydocks,  96. 

Dunlap  Canyon,  highway  serving,  37;  railway 
route   tunnel,   127. 

Duwamish,  crossings  over  waterway,  27;  mar- 
ginal way,  27;  widths  of  waterways,  63; 
bridges,  68;  uses,  68;  width  of  upper  water- 
way. GS;  settling  basin,  69;  development  of. 
69;  railways  serving,  125;  franchises,  126. 

Duwamish  Head,  concourse  and  monument,  51. 


Filling,  harbor,  109;  tracks,  124. 

Financial  summary,  work  of  Commission,  14. 

Fire  boat  slips,  70,  82;  West  Harrison  Street, 

70. 
First  Avenue,  South,  28. 
Florence,    17. 

Fauntleroy  Park,  highway  serving,  27. 
Franchises,  122,  123;  Duwamish,  125;  Railroad 

Avenue,   117. 
Freight  Stations,  130. 
Funicular  railways,  114,  118;  location  and  cost 

of,  118. 

G 

Genoa,  17. 

Glasgow,  bridges,  ferry  service,  106;  harbor,  55. 

Government,  British,  on  docks,  105. 

Grades,   of    streets    to   Railroad   Avenue.    117; 

separation  of,  120;   tide  flats,  120. 
Great  Northern  docks,  70;   railway,  70. 
Greece,   16. 
Green  Lake,  parks,  42;   playgrounds.  45. 


H 


E 


East  and  West  Waterways,  63. 

Egypt,  16. 

Elevated  railway,  mileage,  132. 

Elevation  of  streets,  result  of  and  cost,  120. 

Elevation  of  tracks,  120;  Railroad  Avenue,  116; 

filling  for,  124;   work  to  begin,  125;   cost  of, 

125. 
Elliott   Bay,    artery    to    Lake    Washington.    29: 

ferries,  136. 
Europe,  locks,  104. 


Factoria,  highway   serving,  30. 

Ferries,  64,  136. 

Ferry  Service,  Glasgow,  London,  106;  East 
Waterway,  107. 

Ferry  slips.  West  Seattle,  62;  Harbor  Island. 
66;  Railroad  Avenue,  64;  Central  Water 
Front,  70;  West  Harrison  Street,  74;  Bridge 
landings,  78;  Lake  Union,  79,  81,  82;  Madi- 
son Park,  87;  Meydenbauer  Bay.  93:  KirU- 
land,  93. 


Hamburg,   18;    success  of  port,  106. 

Harbor  Commission,  report  of,  Chicago,  103. 

Harbor  filling,  109. 

Harbor  Improvements,  Hamburg,  55;  Antwerp, 
55;  Rotterdam,  54;  London,  55;  Liverpool, 
55;  Manchester,  55;  Glasgow,  55;  Montreal, 
55;  Boston,  55;  New  York,  56;  Bush  Ter- 
minals, 56;  Philadelphia,  57;  Baltimore,  57; 
Los  Angeles,  57;  Oakland,  57;  San  Diego, 
57;  San  Francisco,  57;  Portland,  57;  Panama 
Canal,  58;  Honolulu,  58;  Hongkong,  58;  com- 
mercial functions,  58;  Seattle's  opportunity, 
59;    Port  of  Seattle,  61. 

Harbor  Island,  64,  66;  piers,  64;  railroad  facili- 
ties. 66;  street  railway,  66;  replatting,  67; 
ferry  slips,  65;   tracks  to,  124. 

Haussmann,  17. 

Height  of  buildings,  52. 

Hongkong,  harbor,  58. 

Honolulu,   harbor,   58. 


Immigration    Station,   76. 
Incline  railway,  114. 


INDEX 


189 


Interlaken  tunnel,  31. 
Interurban  service,   133. 
Introduction,  16. 


Juanita  Bay,  highway  serving,  29;   park,  42. 

K 

Kansas  City,  20. 

Kirkland,  highway  serving,  30;  parks,  42;  play- 
grounds, 45;   ferry  landing,  94. 


Lake  Ballinger,  park,  41. 

Lake  Burien,  42. 

Lake  Union,  Lake  Washington  canal,  78;  in- 
fluences controlling  uses,  78;  Central  Station, 
79;  Puget  Sound  and  Lake  Washington,  79; 
North  side,  82. 

Lake  Washington,  highways  serving,  25;  to 
Elliott  Bay,  29;  east  side  highway,  29;  traffic 
around,  32;  parks  near,  42;  waterfront,  83; 
residence  and  commercial  property,  84-87; 
winter  harbor,  yachts  and  motor  boats,  83; 
boulevards,  83;  water  front,  west  side,  84; 
Mud  Lake,  84 ;  Sand  Point,  84 ;  Madison  Park, 
87;  Day  Street  landing,  87;  Rainier  Beach, 
88;  Renton  district,  88;  East  side,  92;  May 
Creek,  92;  Mercer  Slough,  92;  Meydenbauer 
Bay,  93;  Kirkland,  94;  Juanita  Bay,  94;  to 
Lake  Sammamish,  94-95;   ferries,  137. 

Latona,  highway  serving,  26;   bridge,  26. 

L'Enfant,  17. 

Liverpool,  docks  and  locks,  104;  harbor,  55. 

Locks,  Europe,  104;  Liverpool,  Antwerp,  104- 
105. 

London,  17;  Royal  Commission  on  traffic,  21; 
ferry  service,  106;    harbor,  55. 

Los  Angeles,  20. 


M 


Madison    Park,    highway    serving.    29;     water 

front,  87. 
Magnolia  Way,  24. 
Manchester,    harbor,    55. 
Marginal  Ways,  Duwamish,  27-28;  Smiths  Cove, 

74. 


Marine  Park,  63. 

Market  Place,  39. 

Memphis,  20. 

Mercer  Island,  highway,  30;   parks,  41,  48. 

Mercer   Slough,   92. 

Mexico,  18. 

Meydenbauer  Bay,  93. 

Milan,  17. 

Milwaukee,  20. 

Minneapolis,  20. 

Montreal,  55. 

Monument,  Civic,  61;  Victor  Emanuel,  18. 

Motor  boat  landings.  West  Seattle,  62;  Harbor 
Island,  64;  Massachusetts  Street,  70;  Madi- 
son Street,  70;  West  Harrison  Street,  74; 
Wolf  Creek  Gulch,  75;  Salmon  Bay,  77;  at 
bridges,  78;  Lake  Union,  79,  80,  81,  82;  Puget 
Sound,  83;  Madison  Park,  87;  Day  Street. 
87;  Renton,  92;  Meydenbauer  Bay,  93;  Lake 
Sammamish,  94,  95. 

Mud  Lake,  84. 

Municipal  decorations,  49. 

Municipal  Plans  Commission,  Report  of,  9,  10; 
personnel,  12;  charter  amendment  authoriz- 
ing, 9;  financial  statement,  14;  Committees, 
12;  Virgil  G.  Bogue,  engineer,  13;  events 
leading  thereto,  9;  scope  of  work,  14;  "Sem- 
ple  Terminals,"  14;  meaning  of  adoption  of 
report,  14;  vote  of  commission  on  adoption, 
15. 

N 

Napoleon  Bonaparte,  17. 

Newcastle,  playground,  45. 

New  Orleans,  20. 

New  York,  City  Hall  park,  Postofflce,  Library, 
Brooklyn  bridge,  19;  Fifth  Avenue,  22;  suc- 
cess of  port,  106;  harbor  frontage,  109;  sep- 
aration of  grades,  121. 


o 


Oakland,  harbor,  57. 
Olmsted  Park  plan,  41. 
"Olympic  Mall,"  38. 
Omaha,  20. 


Panama  Canal,  58,  59. 
Paris,  17. 


190 


INDEX 


Park  Improvements,  Olmsted  plan,  41;  Rich- 
mond Beach,  41;  Lake  Ballinger,  41;  Lake 
Washington,  42;  Denny  Station,  42;  Central 
Avenue,  42,  23;  Bothell  and  Juanita  Bay,  42; 
Bitter  Lake,  42;  Puget  Sound,  42;  Kirkland, 
42;  Ravenna  school,  42;  Green  Lake,  42; 
Renton,  42;  Black  River  Junction,  42;  Lake 
Burien,  42;  Mercer  Island,  42,  47;  Three  Tree 
Point,  43;  Comparison  and  summary,  47; 
Appendix  No.  2,  177. 

Parks,  Fauntleroy,  highway  serving,  27;  Madi- 
son, highway  serving,  29;  water  front,  87. 

Parkways,  42,  43. 

Peru,  16. 

Philadelphia,  27;   harbor,  57. 

Piers,  Harbor  Island,  64. 

Pittsburg,  20. 

Playgrounds,  44. 

Plazas,  ferry  landings,  81,  82,  94. 

Population,  basis  of,  for  Report,  14. 

Portland,   Oregon,   20. 

Port  of  Seattle,  See  "Seattle,  Port  of." 

Powder  docks,  75. 

Prefontaine  Place  extension,  25. 

Public  docks,  74,  75. 

Puget  Sound  parks,  42;   ferries,  136. 


B 


Railroad  Avenue,  ferry  slips,  66;  viaduct,  102 
transportation,  112;  elevation  of  tracks.  117 
effect  of  extension  of  water  front,  117,  118 
franchises,  117;  grades  of  streets  to,  117. 

Railways,  funicular,  114,  118;  Harbor  Island, 
66;   franchises,  121,  123;  Argo  yards,  123. 

Railway  Stations,   present  and  future,   129. 

Railways,  steam,  125;  entrance  routes  from 
south,  125;  Duwamish  waterway,  125;  Rainier 
Beach  route,  127;  tunnel,  127;  entrance 
routes  from  north,  128;  Pontiac  route  tunnel, 
128;  Great  Northern  new  route,  128;  Central 
Station,  129;  advantages  of,  129;  tunnels,  129. 

Rainier,   Mount,  boulevard,  46. 

Rainier  Valley,  highway  serving,  25,  29. 

Rapid  transit  system,  area  to  be  covered,  131; 
necessity  for,  131;  additional  area,  132;  mile- 
age, subways,  tunnels,  elevated,  surface,  132; 
Interurban,  133;  Appendix  No.  3,  180. 

Ravenna  Park,  highway  serving,  26;  park  near 
school,  42. 


Recommendations,  138. 

Renton,  highway  serving.  25,  26,  29,  30;   park, 

42;    boulevard,    43;    playground,    46;    motor 

boats,  92. 
Richmond  Beach,  41. 
Rio  de  Janiero,  18. 
Rochester,   20. 
Rome,    16. 
Rotterdam,   success   of   port,    107;    harbor,    54. 


s 


Salmon  Bay,  78. 

Sammamish   Lake,  83;   motor  boats,  94. 

San  Diego,  harbor,  57. 

Sand  Point,  84. 

San  Francisco,  20;   harbor,  57. 

Seattle  Boulevard,  27. 

Seattle,  harbor  opportunity,  59. 

Seattle,  Port  of,  61;  West  Seattle  district,  62; 
Harbor  Island,  62;  Duwamish  waterway,  68; 
Central  water  front,  69;  Smiths  Cove- West 
Point,  74;  Ballard  district,  76;  Lake  Union 
district,  78;  Lake  Washington,  83;  west  side 
district,  84;  Renton  district,  89;  east  side  dis- 
trict, 92;  shore  frontage,  95;  dry  dock,  96; 
sea-walls,  96;  world  port,  107;  vessels  call- 
ing, and  mosquito  fleet,  110. 

Sea-walls,  96;  location,  cost,  construction  of, 
98,  101;  filling,  113. 

"Semple  Terminals,"  14. 

Separation  of  grades,  120;  Chicago,  New  York, 
121. 

Shilshole  Bay,  76. 

Shore   frontage,   95. 

Smiths  Cove,  highway  serving,  25;  marginal 
way,  74;   bridges,  107. 

Smiths  Cove-West  Point  water  front,  74. 

Snoqualmie  River,  boulevard,  46. 

Snowshoe   Butte,   boulevard,   47. 

Southampton,  success  of  port,  106. 

Spain,  18. 

Spokane  Street  route,  26;  tunnel,  32. 

Stations,  Immigrant,  76;  railway,  present  and 
future,  129;  Central,  39,  130;  sub-freight  and 
passenger,  131. 

Steam  Railways,  127. 

St.  Louis,  19. 

St.  Paul,  20. 


INDEX 


191 


street  Railways,  133,  134;  Harbor  Island,  67: 
Civic  Center,  134;  extensions,  135. 

Streets,  cost  of  elevated,  113;  grades  to  Rail- 
road Avenue,  117;  effects  of  elevated  streets 
on  tide  flats,  and  cost,  120,  121,  124;  com- 
parative widths,  22. 

Street  Intersections  and  Concourses,  49. 

Subways,  Atlantic  Street,  117,  124;  dimensions 
and  locations  of,  122;  mileage,  132. 

Sunnydale,  playground,  46. 

Surface  railways,  131. 

Suspension  bridges,  107. 


Tacoma,  boulevard,  46. 

Terminal  management,  130. 

Three  Tree  Point,  highway  serving,  28;  park,  42. 

Tide  Flats,  separation  of  grades,  120;  elevated 
streets,  effect  and  cost,  120,  121. 

Tracks,  elevated,  117,  121;  filling  for,  124;  work 
to  begin,  125;  to  Harbor  Island,  124. 

Transportation,  112;  Railroad  Avenue,  112; 
Argo  yard,  123;  Connecticut  Street,  123; 
steam  railways,  125;  rapid  transit,  131;  in- 
terurban,  132;  street  railways,  134. 

Tunnels,  Day  Street,  31;  Union  and  West 
Spring  Streets,  31;  West  Seattle.  31;  In- 
terlaken,  31;  Spokane  Street,  32;  Blanchard 
Street,  32;  Great  Northern,  114;  Oregon- 
Washington,  117;  effecting  train  schedules, 
117;  Beacon  Hill,  127;  to  Lake  Union,  127; 
Dunlap  Canyon  Route,  127;  Pontiac  route 
tunnel,  128;  Central  Station,  129;  Yarrow 
tunnel,  132;   mileage,  131. 


Viaducts,  Civic  Center,  51;  objection  to,  on 
Railroad  Avenue,  102;  better  route  to  West 
Seattle,  106. 

Victor  Emanuel  monument,  17. 

Vienna,  18. 


w 


Washington,  D.  C,  19. 

Washington,   George,   17. 

Washington,  Lake,  See  "Lake  Washington." 

Water  Front,  future  development  of  central, 
107,  108;  City  Engineer's  report  to  Mayor. 
1909,  107,  108;  estimated  cost,  108;  transpor- 
tation, 112;  Ballard,  104. 

Water  Gates,  38,  39. 

Waterways.  East  and  West,  63;  width  of  900 
feet,  64;  width  of  750  feet,  67;  Cedar  River, 
91;  West  Point,  76. 

Westlake  Avenue,  grade  crossings,  81 ;  devel- 
opment of  district,   81. 

West  Point,  waterway,  76;  immigrant  station. 
76;  tide  land  acquirement,  76. 

West  Seattle,  highway  serving,  26,  27;  Spokane 
Street  route,  26;  highways,  Nos.  39  and  40. 
27;  Highway  No.  41,  and  Fauntleroy  Park, 
27;  tunnel,  31;  ferry  slips,  63;  Duwamish 
waterway  crossings,  28;  motor  boat  landings, 
62;  objections  to  viaducts  on  Railroad  Ave- 
nue, 102;  better  route,  107;  funicular  rail- 
ways, 118. 

White  River,  discharge  of,  68. 

Wren,  Sir  Christopher,  17. 


U 


Union,  Lake,  See  "Lake  Union." 


Yacht  Harbors,  62. 

Yarrow,  highway  serving,  30;  tunnel,  132. 


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